1、 _ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising ther
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3、publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-49
4、70 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J3072_201505 SURFACE VEHICLE STANDARD J3072 MAY2015 Issued 2015-05 Interconnecti
5、on Requirements for Onboard, Utility-Interactive Inverter Systems RATIONALE A standard is needed to which a vehicle manufacturer can certify conformance by analyses, inspections, and tests that a specific model of a utility-interactive inverter system, which is integrated into the plug-in electric v
6、ehicle (PEV), can be interconnected in parallel with an electric power system by way of compatible, conductively-coupled, electric vehicle supply equipment. The requirements herein are intended to be used in conjunction with IEEE 1547 Standard for Interconnecting Distributed Resources with Electric
7、Power Systems and IEEE 1547.1 Standard for Conformance Test Procedures for Equipment Interconnecting Distributed Resources with Electric Power Systems. The IEEE requirements reflect IEEE 1547a Amendment 1 but not IEEE work in progress towards a major new release. TABLE OF CONTENTS 1. SCOPE 3 1.1 Pur
8、pose . 3 1.2 Background . 3 2. REFERENCES 4 2.1 Applicable Documents 4 2.2 Related Publications . 4 3. DEFINITIONS . 6 4. TECHNICAL REQUIREMENTS 8 4.1 System Concept 8 4.2 System Types . 9 4.3 Inverter System Models 10 4.4 Certification of Inverter System Model to SAE J3072 . 12 4.5 Certification of
9、 EVSE to SAE J3072 . 14 4.6 EVSE Authorization of PEV to Discharge . 15 4.7 Smart Inverter Functions . 19 4.8 Utility Interaction 19 5. NOTES 21 5.1 Marginal Indicia . 21 SAE INTERNATIONAL J3072 Issued MAY2015 Page 2 of 39 APPENDIX A ACRONYMS . 22 APPENDIX B INFORMATION DEFINITIONS . 23 APPENDIX C P
10、2P USING SMART ENERGY PROFILE 2.0. 30 Figure 1 System concept example 8 Figure 2 Example of inverter system models 12 Figure 3 Certification and changes 13 Figure B1 Battery charging and discharging profiles . 23 Figure B2 Reactive power and power factor . 24 Figure C1 EVSE as SEP2 server for SAE J3
11、072 communications . 30 Table 1 Inverter system model number format 10 Table 2 EVSE parameters for PEV 15 Table 3 PEV parameters for EVSE 16 Table 4 IEEE 1547 clarification and modifications . 20 Table 5 IEEE 1547.1 clarification and modifications 21 Table C1 Excerpts from SEP2 WADL 31 Table C2 EVSE
12、 SAE J3072 information for PEV . 31 Table C3 PEV SAE J3072 DER settings resource . 32 Table C4 PEV SAE J3072 device information object . 32 Table C5 Parameter values for example 33 Table C6 Step-by-step example of SAE J3072 communications . 34 SAE INTERNATIONAL J3072 Issued MAY2015 Page 3 of 39 1. S
13、COPE This SAE Standard J3072 establishes interconnection requirements for a utility-interactive inverter system which is integrated into a plug-in electric vehicle (PEV) and connects in parallel with an electric power system (EPS) by way of conductively-coupled, electric vehicle supply equipment (EV
14、SE). This standard also defines the communication between the PEV and the EVSE required for the PEV onboard inverter to be configured and authorized by the EVSE for discharging at a site. The requirements herein are intended to be used in conjunction with IEEE 1547 Standard for Interconnecting Distr
15、ibuted Resources with Electric Power Systems and IEEE 1547.1 Standard for Conformance Test Procedures for Equipment Interconnecting Distributed Resources with Electric Power Systems. 1.1 Purpose This standard assumes that utilities will establish procedures by which a site could be approved for the
16、interconnection of PEVs with onboard inverters on the basis of an application form that requests EVSE model numbers but does not request PEV information. The interconnection agreement for the site would require an EVSE to only authorize a connected PEV to discharge if the EVSE confirms that the Inve
17、rter System Model has been certified as conforming to SAE J3072. It is expected that a Vehicle Manufacturer (VM) will perform the analyses, inspections, and tests to ensure that each Inverter System Model that is authorized by the VM to be installed in one of their PEV models conforms to the require
18、ments of SAE J3072. The VM will issue a certificate of conformance to SAE J3072 for each authorized Inverter System Model. It is expected that an EVSE Manufacturer (EVSE OEM) will perform the analyses, inspections, and tests to ensure that each EVSE Model that is authorized by the EVSE OEM to be use
19、d with a PEV with an onboard inverter system conforms to the requirements of SAE J3072. The EVSE OEM will issue a certificate of conformance to SAE J3072 for each authorized EVSE model. Alternatively, the EVSE model could be listed by a Nationally Recognized Testing Laboratory (NRTL) as conforming t
20、o the requirements of SAE J3072 or to an EVSE safety standard which calls out conformance to SAE J3072 as a requirement. 1.2 Background Two approvals are needed before a photovoltaic system can be used. A building permit must be secured from the municipality and their code enforcers inspect the inst
21、allation to ensure that it meets the appropriate National Electrical Code requirements. An application to interconnect to the grid must also be made with the electric utility for both business reasons (such as net metering) and grid safety (which is based on meeting IEEE 1547). If the inverter unit
22、is listed by a NRTL as conforming to UL 1741, this generally satisfies both the local code enforcement and utility technical requirements. The application forms request the model number of the inverter unit and many states maintain a data base of listed and state approved models. Because the PV syst
23、em is fixed to the site, it is easy to program site-specific settings (such as the reference voltage) directly into the inverter unit. For a V2G application where the inverter is installed in the EVSE, the same process used with PV systems can be followed. However, a roaming PEV inverter creates som
24、e unique technical and interconnection approval issues. SAE J3072 is intended to deal with both. The PEV can easily cross utility service areas and state lines and connect at locations with different site settings. For example, one EVSE could be connected to 208 VAC service and another EVSE could us
25、e 240 VAC service. For an onboard inverter that needs to meet an IEEE 1547 requirement to stop discharging if the grid voltage drops below 88% of the reference voltage, the inverter needs to know the reference voltage for the specific EVSE. It is not practicable to allow this to be an explicit inver
26、ter setting in the PEV. SAE J3072 defines requirements for these settings to be made in the EVSE and transferred to the PEV when it connects to the EVSE. There are no established procedures in the electric power industry for handling a DER interconnection application without providing the actual inv
27、erter model to be used on the form. The inverters are always fixed to the site and exactly known. PEVs roam and there could be many different PEV models that could possibly connect to a site EVSE, particularly at public sites. Utility DER interconnection application and approval procedures will need
28、 to be modified to allow for roaming PEVs with onboard inverters. The utility would approve the site for interconnecting the PEVs based on the EVSE serving as the gatekeeper and only allowing PEV Inverter System Models that have been certified to conform to SAE J3072 to discharge. SAE INTERNATIONAL
29、J3072 Issued MAY2015 Page 4 of 39 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the latest issue of SAE publications shall apply. 2.1.1 SAE Publications Available from SAE International,
30、 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J1772TMSAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Coupler SAE J2836/3TMPEV Communicating as a Distributed Energy Resource S
31、AE J2847/3 Communication for Plug-in Vehicles as a Distributed Energy Resource SAE J2931/1 Digital Communications for Plug-in Electric Vehicles SAE J2931/4 Broadband PLC Communication for Plug-in Electric Vehicles SAE J2953/1 Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supp
32、ly Equipment (EVSE) SAE J2953/2 Test Procedures for the Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supply Equipment (EVSE) 2.1.2 IEEE Publications Available from IEEE Operations Center, 445 Hoes Lane, Piscataway, NJ 08854-4141, Tel: 732-981-0060, www.ieee.org. IEEE 1547TMS
33、tandard for Interconnecting Distributed Resources with Electric Power Systems IEEE 1547.1TMStandard for Conformance Test Procedures for Equipment Interconnecting Distributed Resources with Electric Power Systems 2.2 Related Publications The following publications are provided for information purpose
34、s only and are not a required part of this SAE Technical Report. 2.2.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J1715 Hybrid Electric Vehicle (HEV
35、) and Electric Vehicle (EV) Terminology SAE J2894/1 Power Quality Requirements for Plug-In Electric Vehicle Chargers 2.2.2 Electric Power Research Institute (EPRI) Publications Available from EPRI, 3420 Hillview Avenue, Palo Alto, California 94304 () Common Functions for Smart Inverters, Version 3;
36、EPRI, Palo Alto, CA; 2013. 3002002233 SAE INTERNATIONAL J3072 Issued MAY2015 Page 5 of 39 2.2.3 IEEE Publications Available from IEEE Operations Center, 445 Hoes Lane, Piscataway, NJ 08854-4141, Tel: 732-981-0060, www.ieee.org. IEEE 2030.5-2013 IEEE Adoption of Smart Energy Profile 2.0 Application P
37、rotocol Standard 2.2.4 International Electrotechnical Commission (IEC) Publication Available from IEC Central Office, 3, rue de Varembe, P.O. Box 131, CH-1211 Geneva 20, Switzerland, Tel: +41 22 919 02 11, www.iec.ch. IEC 61850-7-420 Communication networks and systems for power utility automation -
38、Part 7-420, Basic communication structure - Distributed energy resources logical nodes IEC/TR 61850-90-7 Communication networks and systems for power utility automation - Part 90-7: Object models for power converters in distributed energy resources (DER) systems 2.2.5 National Fire Protection Agency
39、 Publications Available from NFPA, 1 Batterymarch Park, Quincy, MA 02169-7471, Tel: 617-770-3000, www.nfpa.org. NFPA 70, National Electrical Code (NEC) 2.2.6 UL Publication Available from UL, 333 Pfingsten Road, Northbrook, IL 60062-2096, Tel: 847-272-8800, . UL 1741 Standard for Inverters, Converte
40、rs, Controllers and Interconnection System Equipment for Use with Distributed Energy Resources UL 2202 Standard for Safety for Electric Vehicle (EV) Charging System Equipment UL 2594 Standard for Safety for Electric Vehicle Supply Equipment UL 9741 Outline of Investigation for Bidirectional Electric
41、 Vehicle (EV) Charging System Equipment SAE INTERNATIONAL J3072 Issued MAY2015 Page 6 of 39 3. DEFINITIONS 3.1 BIDIRECTIONAL CONVERTER Bidirectional converter is the term used for a device that can convert from AC to DC in one direction to serve as a battery charger and then be capable of being reve
42、rsed and convert from DC to AC in the other direction to serve as an inverter. 3.2 CORE INVERTER SYSTEM The onboard inverter function is performed by a distributed system of vehicle components and is not a self-contained device within the PEV. The Core Inverter System is a subset of the inverter sys
43、tem and consists of only those onboard hardware, software, and firmware components which the VM considers to be directly associated with communication with the EVSE for the purpose of setting up the inverter system for the site and authorization of discharging, for meeting the requirements of IEEE 1
44、547 and IEEE 1547.1, and for the execution of smart inverter functions. 3.3 DISTRIBUTED ENERGY RESOURCE (DER) Distributed Energy Resources are small, modular Distributed Generation (DG) and storage technologies that provide electric capacity or energy where it is needed on the distribution grid. DG,
45、 which includes gensets, solar panels, and small wind turbines, only serve as a source of energy. Storage is a unique form of DER because, unlike pure DG, the unit can also provide variable demand. Plug-in vehicles are storage systems. 3.4 ELECTRIC POWER SYSTEM (EPS) The EPS consists of equipment or
46、 facilities that deliver electric power to a load. The most common example of an EPS is an electric utility. 3.5 ELECTRICAL CONNECTION POINT (ECP) Each DER unit has an ECP which is the point of electrical connection between the DER source of energy (generation or storage) and the local electrical po
47、wer system (EPS). 3.6 ELECTRIC VEHICLE SUPPLY EQUIPMENT (EVSE) This is the generic term used to describe the device that is physically connected and provides energy to the vehicle. EVSEs may take several physical forms, and their logical function may likewise differ substantially. Physical forms inc
48、lude a mobile cordset used for 120VAC charging, a fixed or wall-mounted 240VAC charger, or an off-board DC charger. An EVSE may also support reverse power flow (discharging). 3.7 ENERGY MANAGEMENT SYSTEM (EMS) The term Energy Management System (EMS) is used in this document to describe a computer sy
49、stem that can communicate with a PEV or EVSE for the purpose of controlling the charging or discharging of the PEV battery. An EMS can exist at several tiers: customer premises, distribution level, or system level. These computer systems may go by other names, but the term EMS will be used generically in this document. 3.8 FORWARD POWER FLOW (FPF) Forward Power Flow means the direction of energy for charging a vehicl
