CharIN: CCS Combo Standard To Offer V2G By 2025

JAN 23 2019 BY MARK KANE 29

CCS will offer all the bi-directional charging features

CharIN e.V. has released the roadmap for grid integration (V2H, V2G) of charging systems based on the Combined Charging System (CCS).

Initially, the organization was busy with the popularization of CCS around the world and increasing the power output, which is now set at 350 kW (or even more). The standard will also include grid integration features, but the timeframe is some 7 years from now before it will be ready, on par with CHAdeMO.

There are five levels of grid integration specified:

  • Today: Grid-compliant Charging
  • Till 2020: Level 1 – V1G Controlled Charging
  • Till 2020: Level 2 – V1G/H Cooperative Charging
  • Till 2025: Level 3 – V2H Bidirectional Charging
  • Around 2025: Level 4 – V2G Aggregated (bidirectional) charging

“The CharIN e.V. recently published new position papers to illustrate their position towards grid integration and bidirectional charging, providing an outlook for future developments. The Combined Charging System (CCS) supports vehicle to grid communication (V2G) which enables power transfer from the electric car to the home or the grid.

The CharIN focus group Grid Integration defined the most urgent steps to-wards vehicle to gird (V2G) functionality based on ISO/IEC 15118. For 2019 real showcases with reverse power transfer (DC) to the EVSE are planned.

The CharIN e.V. published position papers defining the roadmap for V2G functionalities of CCS. What was a vision, now becomes a clear objective with defined tasks and a clear timeline. Customers will benefit from controlled charging and functions like Plug and Charge.

The members of CharIN will make the stepwise implementation happen and are looking forward to a prosperous future of bidirectional charging with its appealing business cases.”

Categories: Charging

Tags: , , , ,

Leave a Reply

29 Comments on "CharIN: CCS Combo Standard To Offer V2G By 2025"

newest oldest most voted

V2H will become very handy

Hardly…

LOL. Solid rebuttal.

So V2G/V2H that Chademo does is not standardized? I thought V2G/V2H is already fully supported by Chademo – at least it seems to be working well with different cars and chargers.

As far as I can tell, it’s proprietary to Nissan for their V2H and V2G units. That’s why it only supports Nissan vehicles (not Mitsubishi ones even though those are fully CHAdeMO compliant also).

A true V2G standard also would be able to communicate directly with grid, which so far there is none yet (from above CCS aims to achieve this by 2025).

Impressive. I hope that Nissan will switch to CCS from the obsolete charging system, CHAdeMO. It can do what CHAdeMO does, but with higher charging 450 kW.

also the CCS can go up to 1000V so car like the Porsche ( and other 1000V class vehicle) can charge at high power without the need of liquid cooled cables

Above 200A you need a cooled plug. At least with the plugs on the market.

BTW: the Taycan will actually also cool the socket on the car.

I don’t think that CHAdeMO is obsolete, it is just the “89 gas” of electric charging. And also with both standards competing, this will pressure both standards to grow better. If CHAdeMO didn’t have V2G, maybe CCS would also never have it.

Chademo wins in Japan. Elsewhere it is going to slowly die off. It is not a terrible technology. But it is clumsily big. And not supported by enough automakers.

The big limitation of Chademo is that it does not include AC charging.

It is supported by all the major makers but they only ship the cars with Chademo in Japan.

Implementation of controlled charging is probably most important for recharging fleets cost efficiently while still getting it done as fast as possible. It makes it possible to not only avoid straining the grid but it can actually actively help the grid by either increasing or decreasing load on the millisecond scale. At certain times of day it is possible that the charging station operator is actually getting payed for pulling the exact amount of power out of the grid at the right moment.

That’s why is in testing for years now in Cali. This tech will have its day in the sun sooner rather than later.

Can someone clarify – isn’t controlled charging (controlled load) just a thing that doesn’t require CCS to specifically support it? Can’t it be done via a smart EVSE?

Principally yes but the cars would need to be able to infinitely adjust the charge rate according to the PWM signal of the EVSE since the actual charger is in the car. With DC charging the charger is outside of the car so it will work with any CCS car.

PWM charge control has a range of 6 to 80 amps AC.

PWM in a EVSE can only signal the upper limit. This doesn’t mean the car will actually charge at that value or in a graduation as fine as signalled. It just means the car won’t charge at a power level above that.

Good news.

I’m hoping that the new Cadillac will support these standards in a forward-compatibility effort. In other words, make the 2021 version forward-looking enough to be up-gradable to full bi-directional. Hopefully, they will also be 800v or more as well.

I’ll take V2H right away though. Even if I got to flip a switch myself.

Probably not doable for a mere mortal. Installing a DCFC in my garage would be pretty costly.

I can ask, right? 🙂

I can’t be the only one who finds this alphabet soup of an article impenetrable. How about a few definitions for the acronyms? How about a little background?

OCPP is a euro-centric backend for remote charging control and payment systems, I think. (Google knows better than I do.) In the US, SEP (smart energy profile) is used instead, but it is more generalized and I believe it can also control water heaters and whatnot. SEP does not provide billing support, just energy management. OCCP apparently fixes billing to the vehicle, the US methods usually attach billing authorization to a person with a card or smartphone or whatever. So there are advantages and disadvantages depending on rental versus private vehicles, fleets, etc. V2H power refers to powering your home from the EV, maybe when hte grid is down or just to shave peak pricing. V2G power refers to powering the grid from your car (usually when there is a good market price for “frequency regulation services”, which is an artifact of a large interconnected AC grid). DIN 70121 is the older German version of the international standard ISO 15118 which specifies the controls and billing authorization for DC charging, usually with a modulated RF carrier riding on top of the PWM analog control pilot wire in the charging plug. (Do you really want to know this stuff? Seriously?)

Wildeyed Here are a few
BTW is By The Way
DCFC D C Fast Charging
V2G Vehicle to GRID
V2H Vehicle to Home
EVSE Electric Vehicle Supply Equipment IE some call a charger but Level 1 120 volts and Level 2 240 Volts just connect the electric outlet or circuit to the car. The Charger in On Board Charger in the car OBC
CCS and CHAdeMO are the 2 main standard Off Board DC Fast Charging connectors. Tesla uses the UMC Universal Mobile Connector.
PWM Pulse Wave Modulation that can adjust and control the power of the charging.

YES! This is a needed technology that will help the grid absorb more renewable energy. This also will provide a way for people to run their hopes during a black-out with the proper equipment.

As I grudgingly transition away from red meat, I believe this is an appropriate alternative metaphor. Instead of ‘meat on the hoof’, I’ll go with ‘kilowatts on wheels’ to help power our home.
The inseparable EV/PV link strikes again!
Besides beans and rice are still nice.

6 years? YEARS?
Tesla would do it in 6 months (after Elon promised 6 weeks).

Why so slow? By 2025 vehicles will be in a position to significantly boost the grid at peak hours, and recharge in the demand trough later, but this effectively delays the major benefits to several years after that. European Governments need to give CCS a kick.

Couldn’t agree more. It shouldn’t have to take > 2000 days to make this a reality. This is also THE missing link for solar powering everything. Charge at work during the day, power your home during the evening.

So, they will have V2G exactly 11 years after it was implemented on CHAdeMO?

Would I be correct in assuming that V2H and V2G will require hardware, firmware and software. I’d like to see the roadmap for the hardware components so that we can get some idea of when cars will be available with future proof tech installed.