ROADMAP OF

STANDARDS AND
CODES FOR ELECTRIC
VEHICLES AT SCALE
JUNE 2023

Prepared by the
ANSI Electric Vehicles Standards Panel (EVSP)
©2023 American National Standards Institute (ANSI). All rights reserved. Published by ANSI.
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ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 2 of 170
Table of Contents
Table of Contents.................................................................................................................... 3
Acknowledgments .................................................................................................................. 5
Executive Summary................................................................................................................. 9
Summary Table of Gaps and Recommendations ....................................................................11
Breakdown of High, Medium, and Low Priority Gaps .............................................................27
1. Introduction .....................................................................................................................29
1.1. Catalyst for this Roadmap ....................................................................................... 29
1.2. Background on ANSI EVSP ....................................................................................... 30
1.3. Roadmap Goals, Boundaries, and Target Audience.................................................. 31
1.4. Roadmap Structure ................................................................................................. 32
1.5. List of Organizations Covered in this Roadmap ........................................................ 34
2. Vehicle Systems ...............................................................................................................37
2.1. Power Rating Methods ............................................................................................. 37
2.2. Battery Safety........................................................................................................... 37
2.2.1. Functional Safety in the Charging System..........................................................................................40
2.2.2. Delayed Battery Thermal Events ........................................................................................................41
2.2.3. Electric Vehicle Emergency Response ................................................................................................42
2.2.4. Micromobility and Light Electric Vehicles (LEV)................................................................................43
2.2.5. Electric Mopeds and Motorcycles.......................................................................................................46
2.3. Battery Testing – Performance and Durability .......................................................... 47
2.4. Battery Storage ........................................................................................................ 48
2.5. Battery Packaging, Transport, and Handling ............................................................. 51
2.6. Battery Recycling/Materials Reclamation ................................................................. 53
2.7. Battery Secondary Uses ............................................................................................ 54
2.8. Crash Tests/Safety .................................................................................................... 56
2.9. EV Maintenance ....................................................................................................... 57
3. Charging Infrastructure ....................................................................................................59
3.1. Charging Systems ..................................................................................................... 59
3.1.1. DC Fast Charging and AC Level 2 for Light, Medium, and Heavy-Duty EVs....................................61
3.1.1.1. Power Quality.........................................................................................................................61
3.1.1.2. EV Charging Levels..................................................................................................................62
3.1.1.3. EV Supply Equipment and Charging Systems......................................................................66
3.1.1.4. EV Couplers .............................................................................................................................69

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 3.1.1.5. Electromagnetic Compatibility (EMC)..................................................................................73
3.1.2. Megawatt Charging Systems for Medium and Heavy-Duty EVs......................................................75
3.1.3. Wireless Power Transfer (WPT) ..........................................................................................................76
3.1.3.1. Static Wireless Power Transfer.............................................................................................77
3.1.3.2. Dynamic Wireless Power Transfer........................................................................................79
3.1.3.3. Communications in Support of Wireless Power Transfer..................................................80
3.1.4. Automated Power Transfer.................................................................................................................81
3.2. Station / Site Architecture ........................................................................................ 82
3.2.1. General Infrastructure Installation Considerations..........................................................................82
3.2.1.1. Site Assessment / Power Capacity Assessment ..................................................................83
3.2.1.2. Charging Station Permitting..................................................................................................85
3.2.1.3. Personnel Involved in Installing, Maintaining, and Operating EV Charging
Infrastructure .......................................................................................................................89
3.2.1.4. Impact of Environmental and Use Conditions on EVSE......................................................92
3.2.1.5. Ventilation – Multiple Charging Vehicles ............................................................................93
3.2.1.6. Cable Management ................................................................................................................94
3.2.1.7. Labeling of EVSE and Load Management Disconnects for Emergency Situations...........95
3.2.1.8. EV Charging – Signage and Parking.......................................................................................96
3.2.1.9. Physical Security of EVSE.......................................................................................................98
3.2.1.10. Accessibility for Persons with Disabilities to EVSE ...........................................................99
3.2.2. Specific Installation Considerations for Different Charging Scenarios ........................................ 101
3.2.2.1. Residential Charging ........................................................................................................... 101
3.2.2.2. Commercial / Workplace Charging.................................................................................... 104
3.2.2.3. Highway / Corridor Charging.............................................................................................. 105
4. Grid Integration .............................................................................................................107
4.1. Communications/Controls ...................................................................................... 107
4.1.1. Communications Architecture for EV Charging.............................................................................. 107
4.1.2. Communications Requirements for Various EV Charging and Grid Support Scenarios............. 117
4.1.3. Communication and Measurement of EV Energy Consumption.................................................. 125
4.1.4. Telematics Smart Grid Communications......................................................................................... 130
4.2. Power Distribution / DER Integration and Fast Charging Stations / Microgrids ....... 130
4.2.1. Power (Electrical) Systems and Safety ............................................................................................ 135
4.2.2. Communications / Controls.............................................................................................................. 142
4.3. Vehicle to Grid (V2G) .............................................................................................. 147
4.3.1. V2G Interconnection, EVSE Safety and Functionality.................................................................... 148
4.3.2. V2G and Vehicle Functionality ......................................................................................................... 149
4.3.3. V2G Communication Protocols ........................................................................................................ 150
5. Cybersecurity .................................................................................................................153
6. Next Steps......................................................................................................................165
Appendix A. Glossary of Acronyms and Abbreviations ......................................................... 167

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Acknowledgments
Sincere thanks are extended to all of the individuals and organizations listed below for providing
technical input and/or promotional support associated with the development of this roadmap.

The roadmap is based on a consensus of those who actively participated in its development and does
not necessarily reflect the views of the individuals or organizations listed below. The employment status
and organizational affiliation of participants may have changed during the course of this project.

ANSI extends its sincere thanks to the United States Department of Energy (DOE) Office of Energy
Efficiency & Renewable Energy (EERE) Vehicle Technologies Office (VTO), and Argonne National
Laboratory (ANL), for extensive funding support and technical assistance in the development of the
roadmap.

Organization Name of Individual(s)

American Automobile Association (AAA) Dwayne Shumate
ABB E-mobility, Inc. Cuong Nguyen
Accolite Digital Pradeep Ramakrishnan
Akin Gump Cliff Sweatte
American Automotive Policy Council (AAPC) Nick Coutsos
Christine Bernat, 4 Joseph Conrad, Susanah Doucet,
Beth Goodbaum, Sarah Katz, James McCabe,4 Leslie
McDermott, Allison Torres, Samantha Yost, Laiyin
American National Standards Institute (ANSI) Yuan, Jana Zabinski
Amphenol Brian Engle3
Argonne National Laboratory (ANL) Ted Bohn1
American Society of Mechanical Engineers
(ASME) Ryan Crane
Association of Equipment Manufacturers (AEM) Johnathan Josephs, Jeff Jurgens
Black & Veatch Goutham Vishwanath Ravichandran
Blackberry Nick Russell, Robert Schill
C&D Technologies and Trojan Battery Company Shawn Peng
Tesi Bravo, Nate Fernandez, Emily Gasca, Michael
Joseph, David Kadish, Janice Luong, Patricia
CALSTART Milbery, Ralph Troute, Jason Zimbler
ChargePoint, Inc. Justin Wilson
Consumer Technology Association (CTA) Diana DiAntonio, Kerri Haresign, Emily Hoefer
Anujkumar Amin, Michael Becker, Umer Khan, Jody
CSA Group Leber
Daimler Truck Bryce Nash
Electric Applications Incorporated Donald Karner
Electric Power Research Institute (EPRI) John Halliwell (SAE)
Embraer Fernando Araujo
Fabrice Bidault, Ahmad Hamidi, Momo Kechmir,
EnerSys Sifat Shahriar Khan, Enrico Pietrantozzi

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 EVoke Systems Raymond Kaiser
FedEx Corporation David Cienfuegos
Ford Doug Burkett
General Motors Julian Galonska
GlobalAutoRegs.com John Creamer
Hendry & Associates Anne Hendry
Idaho National Laboratory (INL) Benny Varghese
IEEE Standards Association Karen Evangelista
Individual and the Kiosk Manufacturer
Association Craig Allen Keefner
InductEV Anthony Calabro
International Code Council (ICC) Ryan Colker
Intertek Rich Byczek3
Lawrence Berkeley National Laboratory (LBNL) Bruce Nordman
LineHaul Station, LLC Jeff Swenson
Magna International Brooke Scott
Massachusetts Department of Transportation Paul Tykodi
McGill University Geza Joos, Prof. (IEEE)
Mercedes Benz Research and Development
North America, Inc Arun Sankar
MotoRad Jacob Isaacson
National Electrical Contractors Association
(NECA) Michael Johnston, 3 Kyle Krueger
National Electrical Manufacturers Association
(NEMA) Steve Griffith, 3 Andrei Moldoveanu
National Renewable Energy Laboratory (NREL) Manish Mohanpurkar, Ed Watt
National Rural Electric Cooperatives Association
(NRECA) Jennah Denney
Northrop Grumman Teresa Konopka
Nuvera Fuel Cells Nathaniel Schomp
Oncor Electric Delivery David Treichler
Pacific Northwest National Laboratory (PNNL) Gregory Dindlebeck, 3 Matt Paiss, Frank Tuffner
Powertech Labs Inc. Vidya Vankayala
Public Service Electric & Gas (PSE&G) Jonce Dimoski, Matthew Mosca, Ahmed Moussa
RaceTrac, Inc. Rushi Patel
Recreation Vehicle Industry Association (RVIA) Tyler Reamer, Bryan Ritchie
Redland Energy Group John Howes
SABIC Michael Blaszkiewicz
Joe Ciagala, Adrian Guan, Mark Kosowski, Dante
Rahdar, Stan Serpento, Justin Sikorski, Jim
SAE International (SAE) Tarchinski, Christian Thiele
SAE Metropolitan Section James Kemp
Schneider Electric Alan Manche
Shoals Technologies Group Kevin Boyce
Siemens eMobility R&D AC Tony King
Smart Electric Power Alliance (SEPA) Jordan Nachbar

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 Southwest Research Institute (SwRI) Austin Dodson
Standards Institution of Israel (SII) Danny Akerman
Stellantis Rich Scholer
Stryten Energy Michael Berger
SUNY Erie Community College Mark Connors
Audrey Dépault, Christina Francis, Orion King,
Edouard Lafargue, Sean Lui, Tessa Sanchez,
Tesla Francesca Wahl, Indra Wiryadinata, Mehran Zamani
TWAICE Ryan Franks
Joseph Antony, Joe Bablo, 3 Jeff Fecteau, Jason
Hopkins, Vladimir Ivetic, Scott Picco, LaTanya
Schwalb, Michael Slowinske, Diana Trayers,
UL Solutions Timothy Zgonena
George Borlase, Denice Durrant, Diana Pappas
Jordan, Alec Krabbe, David Martin, David McKnight,
Mike Palm, Donna Phelps, Megan VanHeirseele,
UL Standards & Engagement (ULSE) Patrick Wilmot
United States Council for Automotive Research
(USCAR) Donald Price
United States Department of Commerce,
International Trade Administration (ITA) Andy Parris
United States Department of Commerce, Katya Delak, Nakia Grayson, Rob Kinsler, G. Diane
National Institute of Standards and Technology Lee, Suzanne Lightman, Katrice Lippa, Maritoni
(NIST) Litorja, Michael Nelson, Juana Williams
United States Department of Energy (DOE)
Office of Energy Efficiency & Renewable Energy
(EERE) Vehicle Technologies Office (VTO) Ellen Bourbon, Lee Slezak
United States Department of Transportation Tim Klein
United States Environmental Protection Agency
(EPA) Elizabeth Corona, Michael Landgraf
United States Trade and Development Agency
(USTDA) Verinda Fike, Kevin Toohers
University of California, Irvine Kate Forrest
University of Delaware Rodney McGee
UtiliSource Will Eidlhuber
Valmont Industries Tom Kirkland
Volkswagen Group of America Brandon Praet, Jenny Sigelko
Volvo Trucks North America Daniel Black
Wagner Energy Consulting Fred Wagner2 (DOE)
WiTricity Corp Jon Sirota
Xanthus Consulting International Frances Cleveland

1 Lead EVs@Scale Lab Consortium, Standards & Codes Pillar

2 Liaison DOE EERE VTO
3 EVSP Working Group Co-Chair
4 ANSI staff leads

Parentheses following a name signify participation also on behalf of another organization.

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Executive Summary
In furtherance of the Biden Administration’s goal for a clean energy future, the U.S. Department of
Energy (DOE) Office of Energy Efficiency & Renewable Energy (EERE) Vehicle Technologies Office (VTO)
issued a June 2021 lab call funding opportunity announcement (FOA). The lab call included a pillar on
codes and standards with the goal to “identify and address challenges and barriers to the integration of
EVs@Scale charging with the grid created by uncoordinated development of codes and standards and
the rapid advances in vehicle and charging technologies.”

An EVs@Scale lab consortium was formed in response to the FOA with Argonne National
Laboratory (ANL) as the lead lab for the codes and standards pillar supported by other national labs. The
consortium committed to develop a 2022 roadmap like earlier roadmaps developed by the American
National Standards Institute (ANSI) Electric Vehicles Standards Panel (EVSP) in the 2011-14 timeframe.
The EVs@Scale effort supports funding initiatives associated with deploying a nationwide EV charging
infrastructure, including the National Electric Vehicle Infrastructure (NEVI) Formula Program.

ANSI serves as administrator and coordinator of the U.S. private-sector voluntary standardization
system. As a neutral facilitator, the Institute has a successful track record of convening stakeholders
from the public and private sectors to define standardization needs for emerging technologies and to
address national and global priorities. The ANSI EVSP does not develop standards. Rather, it serves as a
forum for facilitating coordination among standards developing organizations (SDOs) and others.

Building on the earlier ANSI EVSP work, this roadmap seeks to describe the current and desired future
standardization landscape that will support and facilitate EVs at scale. It identifies key safety,
performance, and interoperability issues, notes relevant published and in-development standards, and
makes recommendations to address gaps in codes and standards. This includes recommending pre-
standardization research and development (R&D) where needed. It also includes identification of
prioritized timeframes for when standardization work should occur and SDOs or other organizations that
may be able to lead such work.

The roadmap’s primary focus is on light-duty, on-road plug-in electric vehicles (PEVs) that are recharged
via a connection to the electrical grid, as well as the supporting charging infrastructure needed to power
them. Medium and heavy-duty EVs are also covered, as is wireless charging. Topics covered include
standards to address high power DC charging, storage (i.e., microgrid, distributed energy resource
management systems) integrated with DC charging, vehicle grid integration, high power scalable/
interoperable wireless charging, and vehicle-oriented systems. The broad target audience includes
vehicle manufacturers, entities that will be installing and operating charging infrastructure, SDOs, U.S.
federal, state, and municipal government agencies, electric utilities, and others.

The roadmap has examined a number of issues and identified a total of 37 gaps with corresponding
recommendations across the topical areas of vehicle systems, charging infrastructure, grid integration,
and cybersecurity. Of that total, 14 gaps/recommendations have been identified as high priority, 20 as

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medium priority, and 3 as low priority. A “gap” means no published standard, code, regulation, policy,
etc. exists that covers the particular issue in question. In 23 cases, additional R&D is needed.

The hope is that this roadmap will be broadly adopted by the user community and that it will facilitate a
more coherent and coordinated approach to the future development of standards for EVs. It is
envisioned that the roadmap be widely promoted and that some mechanism be established to assess
progress on its implementation.

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Summary Table of Gaps and Recommendations
Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
Chapter 2. Vehicle Systems
1 2.2 Battery Safety Gap V1: Battery Safety. There is an Yes. Further Continue to advance battery safety through High NHTSA, WP.29, SAE
ongoing need to address safety issues investigation regarding NHTSA’s participation in the development of
related to battery thermal runaway, safety issues (e.g., Phase 2 of Global Technical Regulation No. 20 for
potential immersion scenarios, and hazmat) for water and Electric Vehicle Safety and the SAE Battery Field
vibration resistance. sand immersion should Discharge Committee.
be conducted prior to
addressing in
standards.
2 2.2.2 Delayed Battery Gap V2: Delayed Battery Thermal Yes. Address the issue of delayed battery thermal High NHTSA, SAE
Thermal Events Events. The issue of delayed battery events in future rulemaking and/or revisions of
thermal events needs to be addressed. SAE J2929 and J2990 and with the SAE Battery
Field Discharge Committee.

3 2.4 Battery Storage Gap V3: Safe Storage of Damaged Yes. Assess various A standard or guide for the safe storage practices High SAE, NFPA, ICC, IEC,
Lithium-ion Batteries. No standards or known failure modes for EV batteries must be developed, addressing UNECE, UL
guides have been identified that and appropriate damaged batteries and the wide range of storage
address the safe storage of damaged battery storage situations that may exist, including when the
(i.e., unknown condition) lithium-ion procedures. Resulting batteries have been separated from their host
batteries, whether at warehouses, consequences from vehicle.
repair garages, recovered vehicle failures should be
storage lots, or auto salvage yards. determined and
associated mitigating
measures such as
explosion control
should be explored.
Research should
consider gas and fire
detection and
suppression
technologies / systems.
4 2.5 Battery Packaging, Gap V4: Packaging and Transport of No Complete work on SAE standards in development High SAE, DOT/FAA
Transport, and Lithium-ion Batteries. Standards are on battery package testing and performance-
Handling being developed on battery package based packaging for lithium batteries as cargo on
testing and performance-based aircraft.
packaging for lithium batteries as cargo
on aircraft.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
5 2.6 Battery Gap V5: Design for Battery Yes, there is a need for Develop standards for battery construction High ANL, SAE, ISO,
Recycling/Materials Recyclability/Materials Reclamation. additional R&D on design with the intention of recycling/materials NEMA
Reclamation Standards for battery construction design for recyclability, reclamation.
design with the intention of as batteries are getting
recycling/materials reclamation are less conducive to
needed. The ability to disassemble recycling. Additional
batteries after use in order for parts R&D is needed by the
and materials to be reclaimed or national labs on design
recycled to manufacture new batteries for recyclability of EV
should be considered during the design (li-on) batteries. This
phase. could include
addressing the
calculation method
toward recycling
efficiency and recovery
rates based on an
agreed unit (possibly
weight) and/or life-
cycle assessment tools,
including energy
recovery. Recycling is
important to reduce
the amount of
materials to be mined,
because the processing
of lithium ion produces
toxic biproducts.
6 2.7 Battery Secondary Gap V6: Battery Secondary Uses. There Yes, to provide an Explore the development of standards for battery Medium NEMA, SAE, UL,
Uses is a need for standards addressing indicator of residual secondary uses, addressing such issues as safety NAATBATT
methods to capture and track battery value. The obstacles for and performance testing for intended
health for second life applications for generating a ledger or applications, grid connection/communication
grid storage and other uses. The lifetime tracking interfaces, identification of parts/components,
principal objective is to decide whether register, in the cloud or and telematics (for cloud-based tracking) that can
a battery should be reused, on the device, that be removed from the pack without destroying or
repurposed, or recycled. shows the history of damaging it.
the battery needs
further study.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
Chapter 3. Charging Infrastructure
7 3.1.2 Megawatt Charging Gap C1: Megawatt Charging Systems Yes. Interoperability Complete work on SAE J3271. Complete update High SAE, DOE, NEMA,
Systems for Medium (MCS). Standards are needed for MCS testing and data work on UL 2251 (couplers) and UL 2202 UL
& Heavy-Duty EVs to support for heavy-duty EVs such as collection. (chargers) to address MCS, specifically liquid
aircraft, trucks and buses. cooled cables.

8 3.1.3.1 Static Wireless Power Gap C2: Static Wireless Charging. No Complete work on SAE J2954/2 and other in- High SAE, UL, IEC/TC 69,
Transfer Standards for heavy-duty/high power development standards to deal with heavy- ISO TC22/SC37
static wireless charging are still in duty/high power static wireless charging.
development.

9 3.1.3.2 Dynamic Wireless Gap C3: Dynamic Wireless Charging Yes, Testing, data Develop standards to address dynamic wireless Low SAE, IEC/TC 69, ISO
Power Transfer Interoperability. Standards for dynamic collection. charging interoperability. TC22/SC37
wireless charging interoperability are
still needed. Both light-duty and heavy-
duty EVs should be able to use the
same ground-based transmitter system.

10 3.1.3.2 Dynamic Wireless Gap C4: EMC and EMF Measurements Yes. Additional data Develop standards to address dynamic wireless Medium SAE, IEC/TC 69, ISO
Power Transfer of Dynamic Wireless Power Transfer collection and power transfer, similar to parts of ANSI C63.30 TC22/SC37
(WPT). There are paths for obtaining experimentation of the which includes this topic for static WPT.
the necessary EMC approvals before methods will need to
systems can be deployed for static happen before a
WPT. Methods and procedures for documented procedure
conductive charging are needed for will be generated and
dynamic WPT. R&D investigations have accepted by industry
to be undertaken to determine and regulatory
practical methods and procedures for agencies.
determining reproduceable EMC and
EMF measurements so that documents
can be developed and accepted by the
relevant regulatory agencies. This will
have to be needed before development
and demonstration installations of
dynamic WPT will be allowed.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
11 3.1.3.3 Communications in Gap C5: Communications in Support of TBD Complete work on communication standards in Low SAE, ISO, IEC
Support of Wireless Wireless Power Transfer. The following development for static and dynamic wireless
Power Transfer issues need to be addressed: charging.
• ISO 15118-series – resolution of
conflicting requirements in ISO 15118-2
and/or ISO 15118-20 and publication in
order to include static WPT
• SAE J2847/6 needs to be updated and
harmonized with ISO 15118-2and/or
ISO 15118-20 so that there are uniform
communication requirements for WPT

12 3.2.1.2 Charging Station Gap C6: Power Export. While No Address power export in relevant codes in cases Medium NEMA, IEEE, Code
Permitting permitting for EVSE installation is where the NEC does not apply (e.g., organizations,
covered by codes, permitting for the interconnection agreements). Identify and utilities, AHJs.
actual delivery of power from the facilitate integration of energy services to vehicle
vehicle (i.e., power export) is not power export capabilities.
specified in codes. Conformance with
stationary energy storage systems and
V2G standards, such as NFPA 855, may
be required. SAE J3072 specifies the
need for a permit but does not describe
how to comply. There are terms and
conditions for interconnections related
to power export. Addressing this gap
requires coordination between utilities,
AHJs, and code organizations.

13 3.2.1.6 Cable Management Gap C7: Cable Management. Functional No Guidelines or standards relating to EVSE cable Medium UL, NEMA, NFPA,
management of EV cables in public management in public parking spaces and how it NIST, DOJ
parking spaces is not specifically is documented should be developed.
addressed by codes or standards.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
14 3.2.2.1 Residential Charging Gap C8: Fire protection in relation to Potentially, yes. Develop standards or codes to address the issue Medium International Code
EV parking/charging in/near older Research into building of fire protection where EVs are parked/charging Council (ICC), NECA,
buildings. Fire propagation of electric materials that can or in/near older buildings. NEMA,NFPA, and
vehicles differs from conventional cannot withstand a the International
vehicles. There is potential for explosive lithium-ion fire. Fire Association of
gas build up which can result in an protection equipment Electrical Inspectors
explosion. As mentioned above, there that should be installed (IAEI) to address
are many conversations around parking and other fire code related issues
and charging EVs in or near older prevention means may
structures, such as multi-family also require research.
residences with an indoor or Note: The 2023 edition
underground parking lot. If a fire of NFPA 88A requires
incident was to occur where many EVs the installation of
are in the same parking area, issues automatic sprinkler
arise such as whether the building can systems in all parking
withstand the intensity of a lithium-ion structures in
battery fire and, what that means for accordance with NFPA
any fire protection equipment that 13 and NFPA 13R as
should be installed. Note: This is also a applicable. It also
concern for parking/charging in or near requires that automatic
older commercial buildings as well. sprinkler systems be
inspected, tested, and
maintained in
accordance with NFPA
25.
Chapter 4. Grid Integration
15 4.1.1 Communications Gap G1: Standardization of Error Codes Yes Conduct a review of applicable standards (e.g., High OCA, CharIN, SAE,
Architecture for EV and Reporting. To develop best OCPP, IEC 15118, IEEE 1621) particularly error manufacturers,
Charging practices and guidance for diagnostics tables and gather inputs on common errors from operators.
including standardized error codes relevant stakeholders. Determine which errors
across the EV charging ecosystem, such should be reported and develop language for
as for no charge events. Considerations displaying the error.
include what should be reported,
specific formats, associated language,
and appearance (e.g., symbols, color)
for display. Reporting may be done to
various actors (i.e., person charging,
building owner, grid, or a third-party)
and privacy restrictions may apply.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 15 of 170
Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
16 4.1.2 Communications Gap G2: Locating and reserving a No Develop a standard(s)/implementation guides to Medium SAE, OCA,
Requirements for public charging station, Obtaining permit EV drivers to universally locate and EVRoaming
Various EV Charging Pricing and Availability Information. reserve a public charging spot, and to obtain Foundation, eMI3,
& Grid Support There is a need for pricing information and near real-time ETSI ITS
Scenarios standard(s)/implementation guides to availability.
permit EV drivers to locate a public
charging spot, reserve its use in
advance, and obtain pricing information
and near real-time availability.

17 4.1.3 Communication & Gap G3: Communication of No Develop a standard to communicate EV sub- High OpenADE/NAESB,
Measurement of EV standardized EV sub-metering data. metering data between a third party and a billing IEEE, MESA,
Energy Consumption Standards are needed for agent (e.g., utility). SunSpec Alliance,
communication of EV sub-metering OpenFMB, NIST
data between third parties and service USNWG EVF&S
providers.

18 4.1.3 Communication & Gap G4: Metrological Traceability for Yes. Develop Develop standard to address the transfer and Medium NIST
Measurement of EV Quantitative Measurement of DC specifications for traceability of meters for the testing of DC EVSE.
Energy Consumption Power Delivery. At present, the U.S. transfer standards and
does not maintain System processes to ensure
Internationale (SI) traceability for DC metrological
measurement in ensuring metrological traceability and
soundness of DC EVSEs. Further, there accuracy for DC power
is no current specification for transfer measurement for DC
standards or processes for establishing EVSEs. (This work is in
traceability of EVSE measurement of DC process.)
power by testing authorities.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
19 4.1.3 Communication & Gap G5: Standardization of EV sub- No Develop standards or guidelines related to the High NEMA, USNWG
Measurement of EV meters. Standards for EV sub-meters, functionality and measurement characteristics of EVF&S, SEPA, EPRI
Energy Consumption including embedded sub-meters, are sub-meters for EVs, including embedded sub-
needed to address performance, meters in the EVSE or EV. Such standards should
security/privacy, access, and data address different form factors, capabilities,
aspects. Standardization of commercial installation, and certification. Organizations
transactions EV sub-meters is complete. developing standards, guidelines or use cases
related to EV sub-metering should coordinate
Utility tariffs involving sub-metering is a their activities in order to avoid duplication of
complicated process at present with effort, assure alignment, and maximize efficiency.
much state-to-state and utility-to-utility
differences (what is allowed, how it is
interpreted). Policy development is
needed to assist utilities in applying EV
charging tariffs to the facility, and not
the customer charging their vehicle.
20 4.2.1 Power (electrical) Gap G6: Dynamic Capacity Yes, to determine ways Continue to pursue various ways to do DCM (e.g., Medium IEEE, NEMA,
Systems & Safety Management (DCM). DCM relates to to do DCM within the context of OpenADR) to identify and OpenADR Alliance,
managing local distribution capacity incorporate advanced grid coordination and others as
constraints and balancing supply and mechanisms. Determine if existing program appropriate
demand on the grid with the guides on OpenADR and IEEE 2030.5 are
requirements of the EV charging station sufficient or if additional consumer information is
and other loads on the grid. Open needed.
Automated Demand Response
(OpenADR 2.0) is one way of managing
capacity for DCM focusing on energy
and demand response, as well as
pricing communications. Newer
iterations of OpenADR are expected to
improve grid coordination. Presently,
program guides on OpenADR and IEEE
2030.5 exist. There have been a large
number of pilots carried out to address
this topic. Questions remain though as
to clarification of further grid
coordination mechanisms to be
supported, as well as consumer
information to enhance understanding
of these standards.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
21 4.2.1 Power (electrical) Gap G7: Safety and Protection of DC Yes Continue to pursue standardization of safety and Medium IEEE
Systems & Safety architectures are not standardized. protection for DC architectures, especially within
Technology is not well established nor the IEEE P2030 suite of standardization activities.
is it currently known how to do a
thorough DC protection system design
(especially with regard to islanding).
Short circuit protection for complex
energy sources (e.g., multiple energy
sources and bidirectional power flow) is
the primary gap. IEEE P2030.12 is a
draft guide for microgrid protection
systems. The National Electrical Code®
(NEC®) does address DC microgrids,
principally driven by photovoltaics and
energy storage. There is considerable
cross-over with the solar industry
within SunSpec and for microgrids
within the Emerge Alliance. In Europe,
the Open Society (OS) Foundation is
working to develop guidelines and
transfer them to the International
Electrotechnical Commission (IEC) for
formal standardization.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
22 4.2.1 Power (electrical) Gap G8: Fault Current Signatures for Yes Explore fault currents under islanding conditions Medium UL, FERC, NEMA, ,
Systems & Safety AC and DC Architectures under and, as appropriate, implement codes and NERC
Islanding Conditions. Identifiable fault standards development to address safety and
currents can be an issue for AC and DC grid interconnection performance aspects for
architectures. Specifically, the EVSE.
magnitude and signature of fault
currents within AC and DC architectures
can be too low to trip protection and
provide safety. The issue of fault
currents is largely covered in UL 1741
and UL 9741 for AC and DC systems. UL
1741 Supplement SC includes a safety
overvoltage protection function in the
event the EV exceeds 120 percent of
nominal unit voltage. The V2G
interconnection criteria will follow
national grid interconnection
standards. However, coordination in
front of and behind the meter is
needed when systems are islanding,
especially within the context of hybrid
(AC/DC intertwined) and DC
architectures, and non-linear loads.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
23 4.2.1 Power (electrical) Gap G9: “Ride Through” Requirements Yes Explore “Ride Through” requirements for EVSE Medium IEEE, UL
Systems & Safety for EVSE under Grid Service under grid service conditions. “Ride Through”
Conditions. “Ride Through” requirements are covered under IEEE 1547, with
requirements encompass how V2G specifically covered under IEEE 1547.1. UL
systems/devices will behave when 9741 covers AC coupled output and
conditions on either side of the point of interconnection, with the latest version
interconnection (EV Station or grid) are addressing vehicle-to-everything (V2X). UL 1741
not normal. There is a dichotomy: first, Supplement SC will address situations where
for the distribution network within the vehicles have onboard AC inverters. As
EV station itself especially under appropriate, implement codes and standards
islanding (i.e., not connected to the development.
grid) conditions, and, second, on the
grid side specifically at the systems
level with regard to voltage and
frequency. When EVSE are supplying
power to the grid, “Ride Through”
requirements need to be defined under
specific conditions. “Ride Through” is
not applicable in this context for DC
systems.

24 4.2.1 Power (electrical) Gap G10: DC-as-a-Service (DCaaS). A No Pursue a comprehensive review of codes and Medium IEEE, NFPA,
Systems & Safety thorough review of standards is needed standards for applicability to DCaaS. Determine SunSpec, Emerge
for applicability. This includes electrical which existing codes and standards apply in Alliance, public
power standards and any other specific situations and identify any existing gaps. utility regulators
standards for DC distribution, as well as Work with public utility regulators to establish DC
for fast charging stations and DC tariffs.
microgrids. DCaaS is a business
proposition and involves standards,
codes, policy development, and
coordination to ultimately be
successful. Monetization of the
business proposition requires an
approved DC tariff which does not exist.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
25 4.2.2 Communications / Gap G11: Structured information and Yes, further Continue to pursue improved mechanisms for Medium IEEE, NAESB, and
Controls energy services exchange with utilities. development and structured information and energy services GMLC
There is a need for structured demonstration exchange within the context of IEEE P2030.5 and
information and energy services IEEE P2030.13. Additionally, the North American
exchange to enable utilities to balance Energy Standards Board (NAESB) is working on
utility-side availability of renewables the transmission side, while the US DOE Grid
with site requirements, including EVs, Modernization Laboratory Consortium (GMLC)
stationary storage, and/or any flexible has looked at this extensively over the last five
load to provide grid services. This gap years.
specifically encompasses the need for
structured information exchange to
enable balance and negotiation, not
command and control. This includes
how to measure, communicate, and
confirm transfer of information. In
short, it is an energy services exchange
and value proposition gap and
incorporates information transfer at the
distribution level.

26 4.3 Vehicle-to-Grid (V2G) Gap G12: Assess UL 1741 V2G Yes Assess and revise, if necessary, UL 1741. The UL Medium UL, SAE, IEEE
Integration Requirements. Assess and 1741 Supplement SC task group should continue
potentially revise UL 1741 and to support SAE J3072 and J3068/2 for V2G-AC.
Supplements to ensure it properly
accounts for V2G integration. Currently,
most requirements cannot be used for
automotive electronics and an
automotive version would be needed
(SAE J3072 was created for this
purpose).
27 4.3 Vehicle-to-Grid (V2G) Gap G13: Maintain alignment between Yes Continue to update UL 9741 to achieve alignment Medium UL, SAE, IEEE
UL 9741 and UL 1741. With regard to with evolving UL 1741
V2G, these two standards complement
each other and it is important to
maintain alignment as they are revised.
For UL 9741 to apply to V2G-AC, the
standard needs to align with UL 1741
Supplement SC which calls out
conformance to SAE J3072.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
28 4.3 Vehicle-to-Grid (V2G) Gap G14: Revise SAE J3072 to Yes Amend J3072 to reference and align with UL 1741 Medium SAE, IEEE, UL
harmonize with UL 1741 SB. SAE J3072 Supplement SB.
currently references IEEE 1547 (2018)
and IEEE 1547.1 (2020); however, it
does not currently reference UL 1741
Supplement SB. UL 1741 Supplement
SB contains approximately 30 pages of
additions and corrections that need to
be used in conjunction with the IEEE
1547 standard suite. IEEE 1547 is the
test standard where UL 1741 is the
certification standard. They need to be
used together. There are plans to
amend J3072 to reference UL 1741
Supplement SB due to this situation.
Note: J3072 inverters are intended to
be used in conjunction with UL 1741
Supplement SC bidirectional EVSE
(BEVSE).
29 4.3 Vehicle-to-Grid (V2G) Gap G15: Assess Interoperability No Assess interoperability between communication Low UL, IEEE, ISO,
Between Communication Protocols protocols and standards OpenADR, SunSpec,
and Standards. Interoperability DNP3, OCPP
incorporates seamless implementation
of communication protocols and
standards, including coordinated
testing procedures to verify end to end
performance for grid interaction and
support. The ability to assess
interoperability between the utility and
the downstream DER via allowed
protocols per IEEE 1547 (IEEE 2030.5,
SunSpec Modbus, and DNP3) is
required to ensure utility / DER
compatibility. UL 1741 Supplement SB
(through reference to IEEE 1547)
requires testing with the implemented
protocol(s).

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
Chapter 5. Cybersecurity
30 5 Cybersecurity Gap S1: Comprehensive review of No Conduct a comprehensive inventory and review High Industry,
cybersecurity codes and standards for of standards with regard to cybersecurity Government, SDOs
applicability to the EV charging applicability across the EV charging ecosystem.
ecosystem. Gaps should be identified Ascertain potential gaps with regard to
and prioritized. cybersecurity. In Winter 2023, Southern
California Edison proceeded on a project for the
California Energy Commission to explore
cybersecurity codes and standards gaps with
stage 1 focusing on identifying gaps and stage 2
to initiate addressing them.

31 5 Cybersecurity Gap S2: The lack of an end-to-end Yes Industry consensus and implementation is High Industry including
secure trust chain and encryption needed for a comprehensive end-to-end trust equipment and
system for the EV charging ecosystem. chain incorporating a PKI system for the EV system
This results from the use of different charging ecosystem. Consideration could be given manufacturers,
protocols and data transfer to the Cab Authority Browser (CAB) forum as a CNOs, aggregators,
mechanisms between EV charging model to reach consensus. While it appears that PKI infrastructure
related systems. An entity trust chain is in some cases EV-EVSE communications may be developers,
needed across all elements of the EV fully encrypted, it not clear that other Government,
charging ecosystem incorporating a communication channels within the EV Associations, and
comprehensive public key ecosystem (e.g., from the charging stations to the SDOs
infrastructure (PKI). EVSPs, and between CNOs) are fully secure. ISO
15118 provides guidance on secure
communications, but gaps remain. IEEE P2030.5
indicates there must be end-to-end security but
does not provide the means to achieve this. Close
coordination should be established with the SAE
EV Collaborative Research Project (CRP) which
has developed a PKI system and is now shifting to
implementation. Standards that support a V2G
communications interface include: IEC 62351 and
IEC 62443 (both of which reference ISO 15118-2
and 15118-20) to ensure system security,
including cybersecurity protection of digital keys.
ISO 15118-2 and ISO 15118-20 work together to
support the EV to grid interface. As appropriate,
implement codes and standards development to
reflect implementation of an industry agreed
upon PKI.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
32 5 Cybersecurity Gap S3: Cybersecurity and Data No Develop guidelines and standards to address High IEC, IEEE, ISO, NIST,
Privacy. Due to the nature of cybersecurity and data privacy concerns specific SAE, UL
cybersecurity, the interactions of to EVs and smart grid communications.
systems, and the emerging threats
environment, there is an ongoing need
for guidelines and standards to address
cybersecurity and data privacy concerns
specific to EVs and smart grid
communications. Architectures should
be designed with cybersecurity in mind.

33 5 Cybersecurity Gap S4: Robust “Security-by-Design.” Yes Assess cybersecurity requirements in the initial Medium Auto OEMs, EVSE
Security-by-Design is needed for design phases of equipment and systems manufacturers,
equipment and systems throughout the throughout the EV charging ecosystem. This CNOs, EVSPs,
EV charging ecosystem. should be a broad-based assessment examining utilities,
cybersecurity risks across the EV ecosystem Government, and
including such areas as mobile apps and SDOs
platforms. Identify common methods including
required and optional features and functions.
Establish robust metrics identifying security-by-
design; for example, passing vulnerabilities
testing. Consider exploration of other industries
with similar challenges. Identify gaps and provide
recommendations to serve as a model and
establish a framework for future codes and
standards development. Implement codes and
standards, as appropriate, to advance “Security-
by-Design” practices.

Consideration could be given for a process similar

to the "Threat and Risk Analysis" that is part of
ISO 21434 and UNECE R155, and that can apply to
EVSEs (and is already done on EVs today for
models that are sold in the UNECE countries).
Consideration should be given to existing
"security by design" requirements already in
place in the automotive industry.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
34 5 Cybersecurity Gap S5: Digital Cybersecurity as Part of Yes Assess the need and requirements for Medium Electric utility
Interconnection Standards. cybersecurity as part of power system industry,
Cybersecurity threats exist at the power interconnection standards. Determine Government,
system point of interconnection. The cybersecurity challenges facing the digital Aggregators, and
digital interconnection could be interface (such as digital entry points) and the SDOs
compromised which may affect the hosting capability of existing systems. As part of
electrical interconnection. Presently, interconnection agreements, electricity providers
there appears to be no standards should query downstream entities on factors
requirements nor other guidance for potentially affecting digital cybersecurity such as
utilities to address digital cybersecurity the number of inverters envisioned to be
challenges. operating. As appropriate, undertake
cybersecurity codes and standards development
for power system interconnection.

35 5 Cybersecurity Gap S6: Cybersecurity of Power Yes Assess cybersecurity threats resulting from the Medium Industry,
Management under DER Aggregation aggregation of DERs and subsequent power Government,
Scenarios. Cybersecurity gaps exist with management within the context of grid services. equipment and
regard to aggregation of DERs for Grid Identify requirements under multiple use case system developers,
Services and subsequent power scenarios, considering broad elements such as and SDOs
management. the use of telemetry and ability of aggregators to
ensure security. Consider IEEE P2030.5 and FERC
2222 as a starting place for guidance. As
appropriate, implement codes and standards
development to mitigate risks.

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Row Section Section Name Gap #, Title & Description R&D Needed Recommendation Priority Organization(s)
36 5 Cybersecurity Gap S7: Cybersecure Firmware and Maybe. It would be Determine needs and requirements, and as High OEMs, EVSE
Software Updates. Cybersecurity helpful to obtain data appropriate, implement codes and standards manufacturers,
posture, unlike safety, diminishes over which would provide development. Explore industry best practices. . EVSPs, and SDOs
time as the threat landscape evolves OEMs a mechanism to
and new vulnerabilities are uncovered. ensure trust in and
Therefore, updating/patching of provide authorization,
software is absolutely paramount to certification, and
maintain good cybersecurity for the life dissemination.
time of vehicles.

There is a need for secure firmware and

software updates for equipment and
systems within the EV charging
ecosystem. Signed, authenticated
updates are required from trusted
sources. Although some OEMs also
have developed their own algorithms to
protect firmware/software updates,
open-sourced the algorithms, and
shown they are compatible with the
majority of automotive processors on
the market today, the approaches are
fragmented and may need
standardization.

37 5 Cybersecurity Gap S8: EVSE Cyber-physical Yes Compile a thorough assessment of EVSE physical Medium - EVSE
Vulnerabilities. EVSE have physical vulnerabilities and ascertain the principal threat Low manufacturers,
vulnerabilities that can serve as threat vectors within the overarching physical design. national
vectors and cascade to cybersecurity Examples may include such items as debug ports laboratories, and
high consequence events. (JTAGs), lockable cabinets, and physical issues of SDOs
the cable such as broken wire and the potential
to wrap and extract information. Prepare
recommendations for mitigation. Conduct
standards development culminating in a
recommended practice addressing EVSE physical
vulnerabilities.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 26 of 170
Breakdown of High, Medium, and Low Priority Gaps
Note: The full text of the gaps can be found in the summary table that precedes this section with
additional context regarding relevant standards and codes provided in the text in subsequent chapters.
The list below simply follows the sequential order in which the gaps appear in the roadmap chapters;
the ordering does not represent a hierarchy within the three priority levels.

Key:

V – Vehicle Systems (chapter 2)

C – Charging Infrastructure (chapter 3)
G – Grid Integration (chapter 4)
S – Cybersecurity (chapter 5)

Total Number of Gaps (37)

High Priority Gaps (14)

• Gap V1: Battery Safety

• Gap V2: Delayed Battery Thermal Events
• Gap V3: Safe storage of damaged lithium-ion batteries
• Gap V4: Packaging and transport of lithium-ion batteries as cargo on aircraft
• Gap V5: Design for Battery Recyclability/Materials Reclamation
• Gap C1: Megawatt Charging Systems (MCS)
• Gap C2: Static Wireless Charging
• Gap G1: Standardization of Error Codes and Reporting.
• Gap G3: Communication of standardized EV sub-metering data
• Gap G5: Standardization of EV sub-meters
• Gap S1: Comprehensive review of cybersecurity codes and standards for applicability to the EV
charging ecosystem
• Gap S2: The lack of an end-to-end secure trust chain and encryption system for the EV charging
ecosystem
• Gap S3: Cybersecurity and Data Privacy
• Gap S7: Cybersecure Firmware Updates

Medium Priority Gaps (20)

• Gap V6: Battery secondary uses

• Gap C4: EMC and EMF Measurements of Dynamic Wireless Power Transfer (WPT).
• Gap C6: Power Export
• Gap C7: Cable management
• Gap C8: Fire protection in relation to EV parking/charging in/near older buildings

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 27 of 170
 • Gap G2: Locating and reserving a public charging station, Obtaining Pricing and Availability
• Gap G4: Metrological Traceability for Quantitative Measurement of DC Power Delivery.
• Gap G6: Dynamic Capacity Management (DCM)
• Gap G7: Safety and Protection of DC architectures are not standardized
• Gap G8: Fault Current Signatures for AC and DC Architectures under Islanding Conditions
• Gap G9: “Ride Through” Requirements for EVSE under Grid Service Conditions
• Gap G10: DC-as-a-Service (DCaaS)
• Gap G11: Structured information and energy services exchange with utilities
• Gap G12: Assess UL 1741 V2G Integration Requirements
• Gap G13: Maintain alignment between UL 9741 and UL 1741
• Gap G14: Revise SAE J3072 to harmonize with UL 1741 SB
• Gap S4: Robust “Security-by-Design” is needed for equipment and systems throughout the EV
charging ecosystem.
• Gap S5: Digital Cybersecurity as Part of Interconnection Standards.
• Gap S6: Cybersecurity of Power Management under DER Aggregation Scenarios.
• Gap S8: EVSE Cyber-physical Vulnerabilities (medium-low)

Low Priority Gaps (3)

• Gap C3: Dynamic Wireless Charging

• Gap C5: Communications in Support of Wireless Power Transfer
• Gap G15: Assess Interoperability Between Communication Protocols and Standards

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 28 of 170
1. Introduction
Several factors are spurring keen interest in electric vehicles (“EVs” aka “electric drive vehicles”). The
United States federal government increasingly is concerned about energy independence and energy
security. It has recognized the potential of EVs to help reduce reliance on fossil fuels with their
attendant greenhouse gas emissions that contribute to climate change. Similarly, consumers are
wanting to demonstrate their commitment to the environment by purchasing low-emission, fuel-
efficient vehicles. There is also a recognition that EVs can contribute to economic growth and jobs
creation in the new technologies.

In order for EVs to become ubiquitous, they must be safe, cost competitive, and otherwise satisfy user
needs and expectations. A critical need is the establishment of a supporting charging infrastructure to
enable vehicle recharging at home, at work, and in public locations. This infrastructure must be reliable
and broadly interoperable regardless of the type of EV or charging system utilized. There is also a need
for education and training of those supporting the ecosystem such as emergency first responders,
vehicle technicians, charging stations installers and inspectors, authorities having jurisdiction, building
owners, and consumers.

Standards, codes, and regulations, as well as conformance and training programs, all have a role to play
in enabling the large-scale introduction of EVs and associated charging infrastructure.

1.1. Catalyst for this Roadmap

In furtherance of the Biden Administration’s goal for a clean energy future, the U.S. Department of
Energy (DOE) Office of Energy Efficiency & Renewable Energy (EERE) Vehicle Technologies Office (VTO)
issued a June 2021 lab call funding opportunity announcement (FOA). The lab call included a pillar on
codes and standards with the goal to “identify and address challenges and barriers to the integration of
EVs@Scale charging with the grid created by uncoordinated development of codes and standards and
the rapid advances in vehicle and charging technologies.”

The EVs@Scale lab consortium formed in response to the FOA committed to develop a 2022 roadmap
like the earlier ANSI EV standards roadmap (see section 1.2 below). Argonne National Laboratory (ANL)
is the lead lab for the codes and standards pillar, supported by consortium members National
Renewable Energy Laboratory (NREL), Oak Ridge National Laboratory (ORNL), Pacific Northwest National
Laboratory (PNNL), Idaho National Laboratory (INL), and Sandia National Laboratories (SNL).

The EV@Scale initiative supports federal and state funding associated with deploying EV charging
infrastructure nationwide. Significantly, the Bipartisan Infrastructure Law (BIL) (i.e., the Infrastructure,
Investment and Jobs Act, Public Law 117–58, dated November 15, 2021) 1 included two new programs
with a total of $7.5 billion in dedicated funding to help make EV chargers and alternative fueling facilities

1
Accessed 3/23/2023 https://www.congress.gov/117/plaws/publ58/PLAW-117publ58.pdf

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 29 of 170
accessible to all Americans. One of these was the National Electric Vehicle Infrastructure (NEVI) Formula
Program which provides $5 billion in Federal money to develop a nationwide EV charging infrastructure.
Under the BIL, the Federal Highway Administration (FHWA) was directed to release a set of minimum
standards and requirements for the implementation of the NEVI program. NEVI Formula Program
Guidance was issued in February 10, 2022. 2 In addition, FHWA issued a notice of proposed rulemaking
(87 FR 37262) on June 22, 2022. Following disposition of the public comments, the NEVI Final Rule was
issued on February 28, 2023. 3 In accordance with the BIL, the NEVI Final Rule addresses six key areas:

(1) Installation, operation, and maintenance by qualified technicians of EV infrastructure.

(2) Interoperability of EV charging infrastructure.
(3) Traffic control devices and on-premise signs acquired, installed, or operated.
(4) Data requested related to EV charging projects subject to this rule, including the content and
frequency of submission of such data.
(5) Network connectivity of EV charging infrastructure.
(6) Information on publicly available EV charging infrastructure locations, pricing, real-time
availability, and accessibility though mapping applications.

Key definitions and relevant portions of the NEVI Final Rule are interspersed throughout this document.
For those seeking complete information, please consult the NEVI Final Rule.

In related activity, DOE’s EVGrid Assist Initiative 4 is working to “provide technical assistance and inform
research and development on vehicle-grid integration (VGI) to facilitate the rapid deployment of electric
vehicles and the associated charging infrastructure by minimizing the impacts to the electric grid and
helping electric utilities and regulators make planning and policy decisions.” As part of this, DOE is
working to develop a vision of the future of vehicle grid integration.

1.2. Background on ANSI EVSP

In order to assess the standards and conformance programs needed to facilitate the safe, mass
deployment of EVs and charging infrastructure in the United States, the American National Standards
Institute (ANSI) launched the Electric Vehicles Standards Panel (“EVSP”) in March 2011. The decision to
form the ANSI EVSP was made following a meeting of key stakeholders convened by ANSI in response to
suggestions that the U.S. standardization community needed a more coordinated approach to keep pace

2
Federal Highway Administration, National Electric Vehicle Infrastructure (NEVI) Formula Program Guidance,
Accessed 3/23/2023
https://www.fhwa.dot.gov/environment/alternative_fuel_corridors/nominations/90d_nevi_formula_program_gui
dance.pdf
3 Federal Highway Administration, National Electric Vehicle Infrastructure Standards and Requirements, 88 FR

12724, published 2/28/2023, effective 3/30/2023, accessed 3/5/2023

https://www.federalregister.gov/documents/2023/02/28/2023-03500/national-electric-vehicle-infrastructure-
standards-and-requirements.
4 DOE, EVGrid Assist: Accelerating the Transition, Accessed 3/23/2023 https://www.energy.gov/eere/evgrid-assist-

accelerating-transition

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 30 of 170
with EV initiatives moving forward in other parts of the world. The need for improved coordination was
reinforced at an April 2011 ANSI Workshop on Standards and Codes for Electric Drive Vehicles, convened
on behalf of DOE and INL.

In April 2012, the ANSI EVSP released version 1.0 of its Standardization Roadmap for Electric Vehicles
(“roadmap”). In May 2013, version 2.0 of the roadmap was released. In November 2014, a progress
report was published on efforts to address the earlier roadmap recommendations. The roadmap was
widely promoted by ANSI domestically and internationally. Activities included an eMobility standards
roundtable with the European standards organizations CEN and CENELEC in Brussels in November 2012,
and two technical exchanges in Beijing, China, in July 2012 and June 2015. Such efforts facilitated
greater understanding of standards priorities and fostered a healthy dialogue on cooperation,
harmonization and alignment of standards and regulations.

The current effort to develop this roadmap was formally launched via webinar on June 15, 2022. Since
that time, working groups have been meeting virtually to develop the roadmap content.

As administrator and coordinator of the U.S. private-sector voluntary standardization system, ANSI has a
successful track record serving as a neutral facilitator to convene stakeholders from the public and
private sectors to define standardization needs in emerging technologies and national and global
priority areas. As ANSI itself does not develop standards, the ANSI EVSP is strictly a coordinating body.
The actual development of standards to support EVs, charging infrastructure, and related activities is
carried about by various standards developing organizations (SDOs).

1.3. Roadmap Goals, Boundaries, and Target Audience

Building on the prior ANSI EVSP efforts, this roadmap seeks to describe the current and desired future
standardization landscape that will support and facilitate EVs at scale. It identifies key safety,
performance, and interoperability issues, notes relevant published and in-development standards, and
makes recommendations to address gaps in codes and standards. This includes recommending pre-
standardization research and development (R&D) where needed. It also includes identification of
prioritized timeframes for when standardization work should occur and SDOs or other organizations that
may be able to lead such work. It seeks to facilitate coordination among SDOs. Standards and
conformance activities are emphasized that have direct applicability to the U.S. market for EVs and
charging infrastructure. Efforts to harmonize requirements in North America and beyond are noted
where relevant.

While there are many types of EVs, this roadmap’s primary focus is on light-duty, on-road plug-in
electric vehicles (PEVs) that are recharged via a connection to the electrical grid, as well as the
supporting charging infrastructure needed to power them. Medium and heavy-duty EVs are also
covered, as is wireless charging. Generally speaking, this document doesn’t cover vehicle electrification
and charging infrastructure (e.g., megawatt charging systems) associated with aircraft, maritime,
forestry, agriculture, and mining applications.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 31 of 170
Priority topics covered in this roadmap include standards to address high power DC charging, storage
(i.e., microgrid, distributed energy resource management systems) integrated with DC charging, vehicle
grid integration, high power scalable/interoperable wireless charging, and vehicle-oriented systems.

The roadmap is targeted toward a broad audience including vehicle manufacturers, entities that will be
installing and operating charging infrastructure, SDOs, U.S. federal, state, and municipal government
agencies, electric utilities, and others. The roadmap may assist:

• SDOs in identifying opportunities to coordinate and collaborate.

• Federal, state, and municipal governments in furthering U.S. EV policy objectives.
• Harmonization of codes and standards efforts among regional and international partners.
• Raising awareness and understanding of the issues around EVs, infrastructure, and related
services.
• Stakeholders in focusing standards participation resources.
• Industry with EV technology deployment, identifying commercial opportunities, and reducing
safety and economic risks.

1.4. Roadmap Structure

In order to develop this roadmap, three working groups were established to frame activities on: vehicle
systems (WG1), charging infrastructure (WG2), and grid integration (WG3). While assigned to WG3,
cybersecurity is a cross-cutting issue across all areas and thus has its own chapter. In general, the issues
described are highly interrelated and interdependent.

The gap analysis of codes and standards is set forth in Chapters 2-5 of this document. For each topic that
is addressed, there is a description of the issue(s), identification of relevant published standards and
codes, as well as those in development. A “gap” is defined to mean that no published standard, code,
regulation, policy, etc. exists that covers the particular issue in question. Where gaps are identified and
described, they include an indication whether additional pre-standardization R&D is needed, a
recommendation for what should be done to fill the gap, the priority for addressing the gap, and an
organization(s) – for example, an SDO or research organization – that potentially could carry out the
R&D and/or standards development needed based on its current scope of activity. Where more than
one organization is listed, there is no significance to the order in which the organizations are listed.

Each gap is identified as being high, medium, or low priority. In terms of acting to address the priorities,
the desired timeframes for having a published standard available are as follows: high priority (0-2 years),
medium (2-5 years), and low (5 + years). In arriving at the priority level, consideration is supposed to be
given to the criteria described in Table 1 below.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 32 of 170
 Table 1: Prioritization Matrix

Criteria (Make the C-A-S-E for the Priority Level) Scoring Values

Criticality (Safety/Quality Implications). How important is 3 - critical

the project? How urgently is a standard or guidance needed?
What would be the consequences if the project were not 2 - somewhat critical
completed or undertaken? A high score means the project is
more critical. 1 - not critical

Achievability (Time to Complete). Does it make sense to do 3 - project near completion

this project now, especially when considered in relation to
other projects? Is the project already underway or is it a new 2 - project underway
project? A high score means there's a good probability of
completing the project soon. 1 - new project

Scope (Investment of Resources). Will the project require a

3 - low resource requirement
significant investment of time/work/money? Can it be
completed with the information/tools/ resources currently
2 - medium resource requirement
available? Is pre-standardization research required? A high
score means the project can be completed without a
1 - resource intensive
significant additional investment of resources.

Effect (Return on Investment). What impact will the 3 - high return

completed project have on the industry? A high score means
2 - medium return
there are significant gains for the industry by completing the
project. 1 - low return

Score Rankings

High Priority (a score of 10-12)

Medium Priority (a score of 7-9)
Low Priority (a score of 4-6)

A summary table of the gaps and recommendations and a breakdown of the gaps by priority level
appear after the Executive Summary. See the full text in chapters 2-5 for more details.

The final chapter briefly describes next steps.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 33 of 170
1.5. List of Organizations Covered in this Roadmap
The following organizations identified in this roadmap have standards, codes, protocols, guidance
materials or R&D activities that are supporting EVs at scale.

AAA American Automotive Association

ANCE Asociación de Normalización y Certificación, A.C.
ANSI American National Standards Institute
ASE National Institute for Automotive Service Excellence
CHAdeMO CHAdeMO Association
CharIN CharIN
CSA Canadian Standards Association
CTA Consumer Technology Association
DIN Deutsches Institut für Normung
DNP3 DNP Users Group
DOJ U.S. Department of Justice
DOT U.S. Department of Transportation
Emerge Alliance EMerge Alliance
eMI³ eMobility ICT Interoperability Innovation Group
EPA Environmental Protection Agency
EPRI Electric Power Research Institute
ERTICO European Road Transport Telematics Implementation Coordination
ETSI European Telecommunications Standards Institute
FAA Federal Aviation Administration
FHWA Federal Highway Administration
Green Button Alliance Green Button Alliance
IAEI International Association of Electrical Inspectors
ICC International Code Council
IEC International Electrotechnical Commission
IEEE Institute of Electrical and Electronics Engineers
ISO International Organization for Standardization
MESA Modular Energy Systems Architecture Standards Alliance
NAATBatt NAATBatt International
NAESB North American Energy Standards Board
NECA National Electrical Contractors Association
NEMA National Electrical Manufacturers Association
NFPA National Fire Protection Association
NHTSA National Highway Traffic Safety Administration
NIST National Institute of Standards and Technology
NMFTA National Motor Freight Trucking Administration Inc.
NREL National Renewable Energy Laboratory
OCA Open Charge Alliance
OIML The International Organization of Legal Metrology

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 OpenADE OpenADE WG
OpenADR OpenADR Alliance
OpenFMB OpenFMB User Group
OSHA The Occupational Safety and Health Administration
PHMSA Pipeline and Hazardous Materials Safety Administration
SAE SAE International
SEPA Smart Electric Power Alliance
SunSpec SunSpec Alliance
UL UL Solutions
ULRI UL Research Institutes
ULSE UL Standards & Engagement
UNECE United Nations Economic Commission for Europe
WP.29 World Forum for Harmonization of Vehicle Regulation

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2. Vehicle Systems
The topical area of Vehicle Systems primarily relates to battery energy storage and related subsystems
but may also include other energy storage systems, including fuel cells and mechanical energy storage.
The most common types of batteries being developed for electric transportation are lithium-ion-based.
Topics addressed in this section include: power rating methods; battery safety; battery testing –
performance and durability; battery storage; battery packaging, transport and handling; battery
recycling; battery secondary uses; and crash tests/safety.

2.1. Power Rating Methods

Power rating methods are important for electric vehicles in order to define test methods and conditions
for rating the performance of electric propulsion motors as used in these vehicles, as well as thermal
and battery capabilities and limitations.

Published Standards

The following documents related to this topic have been produced by the SAE Hybrid-EV Committee:

• SAE J2907_201802, Performance Characterization of Electrified Powertrain Motor-Drive

Subsystem (2018-02-12). This document was developed to provide a method of obtaining
repeatable measurements that accurately reflects the performance of a propulsion electric drive
subsystem, whose output is used in an electrified vehicle regardless of complexity or number of
energy sources. The purpose is to provide a familiar and easy-to-understand performance
rating.
• SAE J2908_202301, Vehicle Power and Rated System Power Test for Electrified Powertrains
(2023-01-17). This SAE Information Report provides test methods and determination options for
evaluating the maximum wheel power and rated system power of vehicles with electrified
vehicle powertrains.

In addition, the following standard has been developed by ISO/TC 22/SC 37, Electrically propelled
vehicles:

• ISO 20762:2018, Electrically propelled road vehicles — Determination of power for propulsion of
hybrid electric vehicle (2018-08)

No standards gap has been identified with respect to this issue.

2.2. Battery Safety

For electric vehicles to meet their full potential in the marketplace, the public needs to see them as at
least as safe as the vehicles they replace. Effective safety standards provide a means to ensure that

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electric vehicles are safe for occupants, other motorists, children, service technicians, and first
responders. Safety standards mainly consist of tests, intended to duplicate real-world events.
Compliance to an EV battery safety standard demonstrates that the EV battery meets minimum safety
criteria established by that standard. Safety standards not only protect the public – they also help
protect manufacturers from legal challenges that may arise. Vehicle manufacturers desire global
harmonization of safety standards that are effective without imposing unnecessary costs or limits to
innovation.

EV battery safety standards development has been identified as a priority by standards development
organizations including IEC, ISO, SAE and UL, the National Highway Traffic Safety Administration (NHTSA)
as the U.S. national regulatory body, and the inter-governmental body WP.29 via its EVS-IWG. As a
result, a number of electric vehicle battery and related safety standards have been published or are
currently under revision or development. A breakdown of this effort by organization is set forth below.

Published Standards

IEC

Relevant documents produced by IEC TC 21, Secondary cells and batteries, include:

• IEC 62660-2: 2018, Secondary lithium-ion cells for the propulsion of electric road vehicles - Part
2: Reliability and abuse testing (2018-12-12)
• IEC 62660-3:2022, Secondary lithium-ion cells for the propulsion of electric road vehicles - Part
3: Safety requirements (2022-03-01)

ISO

Relevant documents produced by ISO/TC 22/SC 37, Electrically propelled vehicles, include:

• ISO 6469-1:2019 5 , Electrically propelled road vehicles — Safety specifications — Part 1:

Rechargeable energy storage system (RESS) (2019-04).
• ISO 6469-1:2019/Amd 1:2022, Electrically propelled road vehicles — Safety specifications — Part 1:
Rechargeable energy storage system (RESS) — Amendment 1: Safety management of thermal
propagation (2022-11)
• ISO 6469-2:2022, Electrically propelled road vehicles — Safety specifications — Part 2: Vehicle
operational safety (2022-05)
• ISO 6469-3:2021, Electrically propelled road vehicles — Safety specifications — Part 3: Electrical
safety (2021-10)
• ISO 12405-4:2018, Electrically propelled road vehicles —Test specification for lithium-ion
traction battery packs and systems — Part 4: Performance testing (2018-07)

5
Requirements for motorcycles and mopeds are specified in ISO 13063 (Parts 1-3) and ISO 18243.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 38 of 170
NHTSA

• FMVSS 305, Electric-powered vehicles: electrolyte spillage and electrical shock protection (49
CFR § 571.305)

SAE

• SAE J1776_201401, Recommended Practice for Electric, Fuel Cell and Hybrid Electric Vehicle
Crash Integrity Testing (2014-01-10), developed by the Fuel Cell Standards Committee
• SAE J2380_202112 Vibration Testing of Electric Vehicle Batteries (2021-12-21), developed by the
Battery Safety Standards Committee
• SAE J2464_202108, Electric and Hybrid Electric Vehicle Rechargeable Energy Storage System
(RESS) Safety and Abuse Testing (2021-08-23), developed by the Battery Safety Standards
Committee
• SAE J2929_201302, Safety Standard for Electric and Hybrid Vehicle Propulsion Battery Systems
Utilizing Lithium-based Rechargeable Cells (2013-02-11), developed by the Battery Safety
Standards Committee
• SAE J2990_201907, Hybrid and EV First and Second Responder Recommended Practice (2019-
07-29), developed by the Hybrid - EV Committee
• SAE J2990/2_202011, Hybrid and Electric Vehicle Safety Systems Information Report (2020-11-
04), developed by the Hybrid - EV Committee
• SAE J3073_201605, Battery Thermal Management (2016-05-10), developed by the Battery
Thermal Management Committee

ULSE

• UL 2580 (Ed. 3), Batteries for Use in Electric Vehicles

• UL 2596 (Ed. 1), Test Method for Thermal and Mechanical Performance of Battery Enclosure
Materials

In-Development Standards and Regulations:

NHTSA

According to NHTSA’s battery safety initiative, NHTSA chaired the development of the Global Technical
Regulation (GTR) 20 for Electric Vehicle Safety (EVS) 6 , which was established under the United Nations
(UN) World Forum for the Harmonization of Vehicle Regulations (WP.29) in 2018. The GTR contains
requirements for in-use operational safety, post-crash electrical safety, and battery fire safety.

6The ECE/TRANS/180/Add.20, Addendum 20: Global Technical Regulation No. 20, “Global Technical Regulation on
the Electric Vehicle Safety (EVS)” was established in the Global Registry on 14 March 2018.

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NHTSA continues to advance electric vehicle and battery safety by chairing the development of the
second phase of work currently underway at the UN. The activity is considering, among other things,
safety issues related to battery thermal runaway, water immersion, and vibration resistance.

SAE

• SAE J2929, Safety Standard for Electric and Hybrid Vehicle Propulsion Battery Systems Utilizing
Lithium-based Rechargeable Cells (2022-03-03)
• Battery Field Discharge Committee – This SAE committee is developing guidance for identifying
traction batteries presenting elevated risk of a thermal event.

Gap V1: Battery Safety. There is an ongoing need to address safety issues related to battery thermal
runaway, potential immersion scenarios, and vibration resistance.

R&D Needed: Yes. Further investigation regarding safety issues (e.g., hazmat) for water and sand
immersion should be conducted prior to addressing in standards.

Recommendation: Continue to advance battery safety through NHTSA’s participation in the

development of Phase 2 of Global Technical Regulation No. 20 for Electric Vehicle Safety and the SAE
Battery Field Discharge Committee.

Priority: High

Organization(s): NHTSA, WP.29, SAE

2.2.1. Functional Safety in the Charging System

The ISO 26262 series of standards are a set of key automotive umbrella standards developed by ISO/TC
22/SC 32, Electrical and electronic components and general system aspects, that provide a framework
for functional safety. They cover safety-related systems that include one or more electrical and/or
electronic (E/E) systems and that are installed in series production road vehicles, excluding mopeds. They
address possible hazards caused by malfunctioning behavior of safety-related E/E systems, including
interaction of these systems. They do not address hazards related to electric shock, fire, smoke, heat,
radiation, toxicity, flammability, reactivity, corrosion, release of energy and similar hazards, unless directly
caused by malfunctioning behavior of safety-related E/E systems. ISO 26262-10:2018, Road vehicles —
Functional safety — Part 10: Guidelines on ISO 26262 (2018-12) is an informative document that
provides an overview of the ISO 26262 series.

No standards gap has been identified with respect to this issue.

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2.2.2. Delayed Battery Thermal Events
All of the current tested failure modes of battery systems can be classed as “real time” with regard to
outcome. If a Hazard Severity Level (HSL, defined in SAE J2464) of greater than 2 happens, it is assumed
that it happens within minutes or a few hours at most. It is now known that some faults that can create
HSL 2 or higher events may not surface for days or even weeks after damage or a defect exists. This
possibility introduces a new hazard potential that could surface at a later time unless expediently dealt
with in a safe manner. Some of these scenarios are easily recognized and dealt with such as in vehicle
accidents and with faulty chargers or battery management systems. Scenarios that are less obvious or
detectable are internal partial pack circulating currents that may escalate over time to dangerous
thermal states. Stray currents occurring in sub sections of a pack that are intermediate in value between
zero and hard shorts can evolve and generate excessive temperatures.

Published Standards

• SAE J2464_202108, Electric and Hybrid Electric Vehicle Rechargeable Energy Storage System
(RESS) Safety and Abuse Testing (2021-08-23)
• SAE J2929_201302, Safety Standard for Electric and Hybrid Vehicle Propulsion Battery Systems
Utilizing Lithium-based Rechargeable Cells (2013-02-11)
• SAE J2990_201907, Hybrid and EV First and Second Responder Recommended Practice (2019-
07-29)
• SAE J3073_201605, Battery Thermal Management (2016-05-10)

In-Development Standards

• Battery Field Discharge Committee – This SAE committee is developing guidance for identifying
traction batteries presenting elevated risk of a thermal event.

• SAE J2929, Safety Standard for Electric and Hybrid Vehicle Propulsion Battery Systems Utilizing
Lithium-based Rechargeable Cells, revision initiated 2022-03-03 by the Battery Safety Standards
Committee, with a planned release of 2024-02-28, which will add additional requirements for
risk mitigation during the concept and design phase, with the following objectives:
- Mitigation of safety (not quality) risk of battery pack within the electric vehicle context
- The overall safety risk of the failure and defect effect consequences will be described in
ISO 26262 terminology (the delay of the thermal events does not result in any significant
risk mitigation effect, as the EV location during a thermal event has a higher impact on
the severity than the presence of a driver or the moving state of the vehicle, e.g., parked
car in integrated parking structure or tunnel)
- Support the identification of possible failure effects (like “generate excessive
temperatures” on pack level), the failure modes (on material, interface, connected
system elements, cell level) and root causes

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 - Emphasize requirements for battery cell and pack monitoring concepts as part of the EV
battery safety concept (the identification of the effect will be too late; the latent failure
mode and root cause need to be detected)
- The testing requirements will also address the resilience of the battery pack in case of a
cell defect of EUCAR L4+ to enable a prewarning time which is already requested in
existing regulations (see GTR No. 20 and ref. documents)

EUCAR will be referenced as a rating scale for battery cell level, while recognizing today’s data, which
shows: a cell fire (EUCAR L5) in some cases can lead to the same or more severe failure and defect effect
consequences than cell rupture (EUCAR L6) integrated in a battery pack.

Gap V2: Delayed Battery Thermal Events. The issue of delayed battery thermal events needs to be
addressed.

R&D Needed: Yes

Recommendation: Address the issue of delayed battery thermal events in future rulemaking and/or
revisions of SAE J2929 and J2990 and with the SAE Battery Field Discharge Committee.

Priority: High

Organization(s): NHTSA, SAE

2.2.3. Electric Vehicle Emergency Response

Emergency responders need to be able to quickly and easily identify high voltage EV batteries and
power cables, disable high voltage systems, and otherwise safely manage emergency events involving
electric vehicles. Clear safety markings and procedures on how to shut off power to an EV following an
incident would help to protect the safety of emergency responders, law enforcement, tow operators,
and vehicle occupants from electrical shock hazards during passenger extrication and post-crash vehicle
movement and servicing. Best practices for fire suppression, firefighting tactics and personal protective
equipment are also necessary to ensure safety.

High voltage cabling in EVs is unlikely to become standardized in terms of location or routing, although
cable color is standardized as a shade of orange per SAE J1673. The routing of EV cables is documented
in shop manuals and emergency response guides 7 (ERGs). It is important that OEMs specify in their ERGs
the location of EV battery and disconnect devices and proper procedures/sequencing to shut off power
to the vehicle, and provide the same data to other ERG developers.

7Emergency response guides are provided by OEMs to provide information about the vehicle that is helpful to
emergency response personnel for incidents, such as a collision.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 42 of 170
The National Fire Protection Association (NFPA), 8 SAE 9 and other organizations have developed
alternative fuel vehicle safety training for first responders, some of which are available online. NFPA also
actively maintains a collection of Emergency Response Guides from 35+ alternative fuel vehicle
manufacturers.

In 2020, the National Transportation Safety Board (NTSB) released a report Safety Risks to Emergency
Responders from Lithium-Ion Battery Fires in Electric Vehicles (NTSB/SR-20/01). The report included,
among other things, a recommendation to vehicle OEMS to “[m]odel your emergency response guides
on International Organization for Standardization standard 17840, as included in SAE International
recommended practice J2990, and incorporate vehicle-specific information on (1) fighting high-voltage
lithium-ion battery fires; (2) mitigating thermal runaway and the risk of high-voltage lithium-ion battery
reignition; (3) mitigating the risks associated with stranded energy in high-voltage lithium-ion batteries,
both during the initial emergency response and before moving a damaged electric vehicle from the
scene; and (4) safely storing an electric vehicle that has a damaged high-voltage lithium-ion battery.”

Published Standards

• ISO 17840, Road Vehicles — Information for First and Second Responders
• NFPA 1971, Standard on Protective Ensembles for Structural Fire Fighting and Proximity Fire
Fighting (2018 Edition)
• NFPA 1951, Standard on Protective Ensembles for Technical Rescue Incidents (2020 Edition)
• NFPA 1999, Standard on Protective Clothing and Ensembles for Emergency Medical Operations
(2018 Edition)
• SAE J2990_201907, Hybrid and EV First and Second Responder Recommended Practice (2019-
07-29)
• SAE J3108_201703, xEV Labels to Assist First and Second Responders, and Others (2017-03-02)

No in-development standards or standards gaps have been identified.

See also section 3.2.1.7 on Labeling of EVSE and Load Management Disconnects for Emergency
Situations.

2.2.4. Micromobility and Light Electric Vehicles (LEV)

Micromobility is a transportation alternative receiving increased attention, especially in cities where the
use of bikeshare and scooter sharing programs has become more prevalent. The Federal Highway
Administration (FHWA) defines micromobility as follows:

8See also, https://www.nfpa.org/EV

9SAE courses are intended for more than just first responders. Courses include Fundamentals of High Voltage xEV,
Safety, and PPE C2001; High Voltage Safety and PPE PD291807; High Voltage Vehicle Safety Systems PD291808;
and High Voltage Vehicle Safety Systems and PPE C1732.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 43 of 170
 Building upon the Society of Automotive Engineers International’s Taxonomy and Classification of
Powered Micromobility Vehicles, the Federal Highway Administration broadly defines micromobility
as any small, low-speed, human- or electric-powered transportation device, including bicycles,
scooters, electric-assist bicycles, electric scooters (e-scooters), and other small, lightweight, wheeled
conveyances. Other definitions of micromobility focus primarily on powered micromobility devices
and characterize these devices as partially or fully motorized, low-speed (typically less than 30 miles
[48 kilometers] per hour), and small size (typically less than 500 pounds [230 kilograms] and less
than 3 feet [1 meter] wide). 10

While no standards gap has been identified, the New York Times has reported on fire hazards associated
with lithium-ion batteries for e-bikes, scooters, and hoverboards that are charged in apartment buildings
that do not have sprinkler systems and that are not certified to industry safety standards. 11 Often, this
issue arises with batteries or chargers that are old, damaged, malfunctioning, or mismatched.

In response to these developments, on March 2, 2023, the New York City Council passed legislation that
would prohibit the sale of batteries, e-scooters, and e-bikes, if they do not meet industry standards UL
2271 (batteries for LEVs), UL 2272 (personal e-mobility devices), and UL 2849 (electrical systems for e-
bikes). 12 More information on these standards can be found below. The legislation will become effective
180 days after it is signed by the NYC mayor.

ANSI/CAN/UL/ULC 2271 (Ed. 2), Batteries for Use in Light Electric Vehicle (LEV) Applications defines LEV
(under revision with anticipate publication in October 2023) as follows:

6.22 LIGHT ELECTRIC VEHICLE (LEV) – A light duty on-road or off-road vehicle that uses electricity
as its source of energy for motive power. With the exception of motorcycles, an on-road LEV is
typically not considered suitable for use on highway systems. The following are considered LEVs:
a) Electric bicycles;
b) Electric scooters and motorcycles (anticipated revision 2023-10);
c) Electric wheel chairs;
d) Golf carts;
e) All-terrain vehicles;
f) Non-ride-on industrial material handling equipment;
g) Ride-on floor care machines and lawnmowers; and
h) Personal mobility devices (anticipated revision 2023-10).

10 Price, Jeff, et al., Federal Highway Administration. “Micromobility: A Travel Mode Innovation,” Spring 2021.
Accessed March 5, 2023 https://highways.dot.gov/public-roads/spring-2021/02
11 The New York Times Newsletter New York Today, “The Scooter Battery Peril Worries the Fire Department,”

published December 1, 2022. Accessed March 5, 2023 https://www.nytimes.com/2022/12/01/nyregion/lithium-

ion-batteries-fires.html
12 Yobi, Dean. Bicycle Retailer. “NY City Council passes lithium-ion battery safety package,” published March 2,

2023. Accessed March 5, 2023 https://www.bicycleretailer.com/industry-news/2023/03/02/ny-city-council-

passes-lithium-ion-battery-safety-package#.ZASgA3bMI2x

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 44 of 170
Published Standards

ANSI/CAN/UL/ULC 2271 (Ed. 2), Batteries for Use in Light Electric Vehicle (LEV) Applications.

1.1 These requirements cover electrical energy storage assemblies (EESAs) such as battery packs
and combination battery pack-electrochemical capacitor assemblies and the
subassembly/modules that make up these assemblies for use in light electric-powered vehicles
(LEVs) as defined in this standard (anticipated revision 2023-10).
1.2 This standard does not evaluate the performance or reliability of these devices.
1.3 This standard does not include requirements for the evaluation of EESAs intended for use in
electric vehicles, such as on-road passenger vehicles intended for use on public roadways
including highways and heavy-duty off-road vehicles such as battery powered ride-on industrial
trucks, which are covered under the Standard for Batteries for Use in Electric Vehicles, UL 2580 /
CAN/ULC-S2580 (anticipated revision 2023-10).
1.4 This standard does not include requirements for evaluation of EESAs intended for use in light
electric rail (LER) applications, which are covered under the Standard for Batteries for Use in
Stationary, Vehicle Auxiliary Power and LER Applications, UL 1973 (anticipated revision 2023-
10).

ANSI/CAN/UL 2272 (Ed. 1), Electrical Systems for Personal E-Mobility Devices.

1.1 These requirements cover the electrical drive train system including the battery system, other
circuitry and electrical components for electric powered scooters and other devices to be
referred to as personal e-mobility devices as defined in this standard.
1.2 This standard is intended for evaluation of the safety of the electrical drive train system and
battery and charger combination for energy and electrical shock hazards and does not evaluate
the performance or reliability of these devices. In addition, it does not evaluate the physical
hazards that may be associated with the use of personal e-mobility devices.

ANSI/UL/CAN 2849 (Ed. 1), Electrical Systems for eBikes.

1.1 This Standard covers the electrical system of eBikes powered by a lithium-based, rechargeable
battery. eBikes include both Electrically Power Assisted Cycle (EPAC – pedal assist) and non-
pedal assist eBikes.
1.2 Electrical systems as referenced in 1, may include onboard components and off board
components of eBikes. As a minimum, the electrical system consists of the drive unit, battery,
battery management system (BMS), interconnecting wiring, and power inlet. Any additional
components or systems required to demonstrate compliance are included based on the overall
system application and risk.
1.3 Off board components include dedicated chargers for charging batteries that are removed from
the eBike during charging or dedicated chargers for charging batteries that are in place on the
eBike during charging.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 45 of 170
 1.4 This Standard does not cover the mechanical structure of the eBike unless specified otherwise.

SAE J3194_201911, Taxonomy and Classification of Powered Micromobility Vehicles (2019-11-20)

No in-development standards or standards gaps have been identified.

2.2.5. Electric Mopeds and Motorcycles

Electric mopeds and motorcycles are called out in some of the standards work.

Published Standards

• ANSI/CAN/UL/ULC 2271 (Ed. 2), Batteries for Use in Light Electric Vehicle (LEV) Applications
which has anticipated revisions to the scope in 2023-10. Revisions will also clarify that
motorcycles are covered by UL 2580.

• UL 2580 (Ed. 3), Batteries for Use In Electric Vehicles has a proposed revisions to the scope for
late 2023. Revisions plan to divide the standard into three parts, of which part three will be for
motorcycles.

• UL 2850 (Ed. 1), UL LLC Outline of Investigation for Electric Scooters and Motorcycles covers the
electrical systems (on board and off board equipment) of electric scooters and electric
motorcycles with respect to a risk of fire, electric shock, and explosion hazards associated with
the battery powered electrical system during charging and discharging (use).

The following published standards were developed in ISO/TC 22/SC 38, Motorcycles and Mopeds:

• ISO/TR 13062:2015, Electric mopeds and motorcycles – Terminology and classification (2015-11)
• ISO 13063-1:2022, Electrically propelled mopeds and motorcycles — Safety specifications — Part 1:
On-board rechargeable energy storage system (RESS) (2022-07)
• ISO 13063-2:2022, Electrically propelled mopeds and motorcycles — Safety specifications — Part 2:
Vehicle operational safety (2022-07)
• ISO 13063-3:2022, Electrically propelled mopeds and motorcycles — Safety specifications — Part 3:
Electrical safety (2022-07)
• ISO 13064-1:2012, Battery-electric mopeds and motorcycles — Performance — Part 1: Reference
energy consumption and range (2012-09) was reaffirmed in 2018.
• ISO 13064-2:2012, Battery-electric mopeds and motorcycles — Performance — Part 2: Road
operating characteristics (2012-09) was reaffirmed in 2018.
• ISO 18243:2017, Electrically propelled mopeds and motorcycles — Test specifications and safety
requirements for lithium-ion battery systems (2017-04)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 46 of 170
In-Development Standards and Regulations

WP.29

For motorcycles and related vehicles, there is a WP.29 group discussing these issues.

No standards gap has been identified.

2.3. Battery Testing – Performance and Durability

Battery performance and durability testing incorporates a means to evaluate both the performance and
durability of cells, modules and full battery packs, as well as the battery management system.

Published Standards and Regulations

WP.29

• UN GTR No.22 (In-vehicle Battery Durability for Electrified Vehicles)

NEMA

• NEMA ESS 1-2019, Standard for Uniformly Measuring and Expressing the Performance of Electrical
Energy Storage Systems (2019-02-15)

IEC

Relevant standards developed by IEC TC 21 – Secondary cells and batteries include:

• IEC 62660-1:2018 – Secondary lithium-ion cells for the propulsion of electric road vehicles – Part
1: Performance testing (2018-12-12)
• IEC 62660-2: 2018 – Secondary lithium-ion cells for the propulsion of electric road vehicles –
Part 2: Reliability and abuse testing (2018-12-12)

ISO

Relevant standards developed by ISO/TC 22/SC 37, Electrically propelled vehicles include:

• ISO 12405-4:2018, Electrically propelled road vehicles —Test specification for lithium-ion
traction battery packs and systems — Part 4: Performance testing (2018-07)

SAE

Relevant standards developed by the SAE Battery Standards Testing Committee are listed in the table
below.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 47 of 170
 • J1798/1_202008, Recommended Practice for Performance Rating of Lead Acid and Nickel Metal
Hydride Electric Vehicle Battery Modules (2020-08-03)
• J1798_201911, Recommended Practice for Performance Rating of Electric Vehicle Battery
Modules (2019-11-13)
• J2288_202011, Life Cycle Testing of Electric Vehicle Battery Modules (2020-11-30)
• J2289_202108, Electric-Drive Battery Pack System: Functional Guidelines (2021-08-03)
• J2380_202112, Vibration Testing of Electric Vehicle Batteries (2021-12-21)
• J2758_201812, Determination of the Maximum Available Power from a Rechargeable Energy
Storage System on a Hybrid Electric Vehicle (2018-12-10)
• J3220_202301, Lithium-Ion Cell Performance Testing (2023-01-13)

UL

• UL 2580 (Ed. 3), Batteries for Use in Electric Vehicles

In-Development Standards and Regulations

WP.29

The WP.29 group that developed GTR 22 is currently working on a companion GTR to address heavy-
duty EV battery durability.

SAE

• J1798/2, Performance Rating of Lithium Ion Electric Vehicle Battery Modules (2019-02-07)
• J3277, Liquid Leak Tightness Evaluation Methodology for EV Battery Packs Informational Report
(2022-03-22)
• J3277/1, Liquid Leak Tightness Standards for EV Battery Packs Recommended Practice (2022-03-
28)

OEMs have proprietary methods for assessing battery durability and state of health. This is more a
warranty issue. No standards gap has been identified with respect to this issue.

2.4. Battery Storage

EV Batteries will require storage throughout many stages of their life cycle, namely – prior to market
distribution by manufacturers, in import/export locations, logistic centers, in repair workshops as well as
garages following accidents, on the street following natural disasters, at recovered vehicle storage lots,
at auto salvage yards, and at the end-of-life in recycling facilities. Traceability and life cycle management
are important. Differentiation between new and waste batteries (damaged, aged, sent for repair, end-
of-life) batteries is also significant. The risk of a stored battery must be evaluated based on several
parameters, including, but not limited to, state of charge (SOC), mechanical wholeness, and age of the
battery.

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Battery storage issues of concern include: high temperature controls, humidity control including
adequate air circulation and ventilation to prevent explosive gas atmospheres (especially significant for
damaged batteries), hydrogen/oxygen detection, storage of damaged batteries away from other
batteries and combustible materials, and fire prevention and extinguishing systems. Research is going
on to address these issues.

Battery storage concerns may vary depending on the stage of a battery’s lifecycle such as:

• Pre and during new vehicle assembly

• In service battery assembly (the vehicle is in normal use)
• Separated from vehicle for service purpose, e.g., battery pack replaced
• Crash damage where the entire vehicle has to be stored for a period of time

Published Standards, etc.

The following standards, code provisions and regulations relate to safety aspects of battery storage:

• IEC 60068, Environmental testing. Part 1: General and guidance (2013-10-07), provides guidance
regarding testing of equipment such as batteries under different environmental conditions,
which it expects to be exposed to during storage and operations.
• NFPA 1, Fire Code (2018 Edition), Chapter 52 covers stationary battery installations, which
would come into play where batteries are used in a fixed energy storage facility.
• NFPA 13, Standard for the Installation of Sprinkler Systems (2022 Edition), addresses fire
protection of storage occupancies.
• NFPA 30A, Standard for Motor Fuel Dispensing Facilities and Repair Garages (2021 Edition),
covers fire protection requirements for fueling and service stations including service garages.
• NFPA 70®, the National Electrical Code® (2023 Edition), Article 480, Storage Batteries, covers the
installation of electrical conductors, equipment, and raceways; signaling and communications
conductors, equipment, and raceways; and optical fiber cables and raceways.
• NFPA 855, Standard for the Installation of Stationary Energy Storage Systems (2023 Edition).
This standard applies to the design, construction, installation, commissioning, operation,
maintenance, and decommissioning of stationary energy storage systems (ESS), including mobile
and portable ESS installed in a stationary situation and the storage of lithium metal or lithium-
ion batteries.
• SAE J2950_202006, Recommended Practices for Shipping Transport and Handling of
Automotive-type Battery System – Lithium Ion (2020-06-09)
• SAE J2990_201907, Hybrid and EV First and Second Responder Recommended Practice (2019-
07-29)
• OSHA 1910.305(j)(7), storage batteries, where provisions shall be made for sufficient diffusion
and ventilation of gases from storage batteries to prevent the accumulation of explosive
mixtures.

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 • NFPA’s Fire Protection Research Foundation has done research looking at fire suppression
techniques related to burning of EV batteries.

In-Development Standards

• ICC publishes the International Fire Code® (IFC®) and International Building Code® (IBC®). While
the 2021 IFC is generally silent on storage requirements associated with lithium batteries,
amendments adopted by ICC for incorporation into the 2024 IFC and IBC® will place new storage
requirements on lithium batteries. 13

• SAE J3235 Best-Practice for Storage of Lithium-Ion Batteries (2023-03-20)

• UL 1487 (Ed. 1), Standard for Safety for Battery Storage Cabinets. This test method evaluates the
ability of a product intended to store batteries, battery packs, and battery powered consumer
devices to contain fire and explosion hazards associated with lithium-ion battery thermal
runaway.

Gap V3: Safe Storage of Lithium-ion Batteries. No standards or guides have been identified that address
the safe storage of damaged (i.e., unknown condition) lithium-ion batteries, whether at warehouses,
repair garages, recovered vehicle storage lots, or auto salvage yards.

R&D Needed: Yes. Assess various known failure modes and appropriate battery storage procedures.
modes. Resulting consequences from failures should be determined and associated mitigating measures
such as explosion control should be explored. Research should consider gas and fire detection and
suppression technologies / systems.

Recommendation: A standard or guide for the safe storage practices for EV batteries must be
developed, addressing damaged batteries and the wide range of storage situations that may exist,
including when the batteries have been separated from their host vehicle.

Priority: High

Organization(s): SAE, NFPA, ICC, IEC, UNECE, UL

13PRBA, The Rechargeable Battery Association, “Lithium Batteries and Fire Codes” and George Kerchner
Presentation “New Storage Requirements for Lithium Batteries in International Fire Code," Accessed 2/14/2023
https://www.prba.org/areas-of-focus/fire-codes/

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2.5. Battery Packaging, Transport, and Handling
Three significant use cases exist with respect to battery packaging, transport and handling:

• Battery packaging and design for the transportation between the battery manufacturer and the
vehicle manufacturer;
• Battery packaging and design for battery transportation to workshops; and
• Battery packaging for the transportation of used and damaged batteries.

Transport by ground, air and sea of EV batteries presents a unique risk to their supply chain handlers, as
their weight and volume are significantly higher than common consumer batteries. This risk grows
further when handling aged and damaged batteries. For example, there may be needed packaging for a
damaged or deformed battery to account for possible leakage of materials.

Published Standards, Regulations, etc.

The United Nations (UN) specifically classifies lithium-ion batteries as part of its model regulations on
the transport of dangerous goods. Thus, transportation of new batteries is covered by the International
Air Transport Association (IATA), International Civil Aviation Organization (ICAO), International Maritime
Organization (IMO), and local transportation regulations in countries of import/export, based on the
appropriate UN number:

• UN3090, Lithium Metal Batteries (including lithium alloy batteries);

• UN3091, Lithium Metal Batteries Contained in Equipment (including lithium alloy batteries) or
Lithium Metal Batteries Packed with Equipment (including lithium alloy batteries);
• UN3480, Lithium Ion Batteries (including lithium-ion polymer batteries); and
• UN3481, Lithium Ion Batteries Contained in Equipment (including lithium-ion polymer batteries)
or Lithium-ion Batteries Packed with Equipment (including lithium-ion polymer batteries).

UN recommendations (Manual of Tests and Criteria, 14 section 38) also cover packaging limitations to
ensure proper containment against environmental or physical stresses such as pressure and
temperature changes or physical drops.

Packaging, storage, and transportation requirements are outlined in 49 CFR § 173.185 - Lithium cells and
batteries. With respect to damaged, defective, or recalled cells or batteries, it specifies that:

Lithium cells or batteries that have been damaged or identified by the manufacturer as being
defective for safety reasons, that have the potential of producing a dangerous evolution of heat,

14United Nations, “Manual of Tests and Criteria,” published revised Edition 7 (2019) and amendment 1 (2021).
Accessed March 22, 2023. https://unece.org/sites/default/files/2021-09/ST-SG-AC10-11-Rev7-
Amend1e_WEB.pdf

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 fire, or short circuit (e.g., those being returned to the manufacturer for safety reasons) may be
transported by highway, rail or vessel only. . . .“ It goes on to specify packaging requirements in
such cases.

The U.S. Department of Transportation’s Pipeline and Hazardous Materials Safety Administration
(PHMSA) has developed a compliance resource to assist shippers to safely package lithium cells and
batteries for transport by all modes.

• HM2150, Lithium battery guide for shippers (September 2021)

Existing consensus standards include the following:

• IEC 62281:2019+AMD1:2021+AMD2:2023 CSV Consolidated Version, Safety of primary and

secondary lithium cells and batteries during transport (2023-02-24)
• SAE J1797, Recommended Practice for Packaging of Electric Vehicle Battery Modules (2016-08-
02), published in 2008 and stabilized in August 2016. This Recommended Practice provides for
common battery designs through the description of dimensions, termination, retention, venting
system, and other features required in an electric vehicle application.
• SAE J2950_202006, Recommended Practices for Shipping Transport and Handling of
Automotive-type Battery System – Lithium Ion (2020-06-09)
• SAE J2990_201907, Hybrid and EV First and Second Responder Recommended Practice (2019-
07-29)
• SAE J3235 Best-Practice for Storage of Lithium-Ion Batteries (2023-03-20) developed by the
Battery Transportation Committee

In-Development Standards

Under SAE G27, Lithium Battery Packaging Performance, the following standards are in development:

• AIR6840, Recommendations and Background Material for Battery Package Testing (2020-11-04)
• AS6413, Performance based packaging standard for lithium batteries as cargo on aircraft (2016-
03-18)
• AS6413/1, Performance based package standard for lithium batteries as cargo on aircraft - Oven
Test (2020-09-01)
• AS6413/2, Performance based package standard for lithium batteries as cargo on aircraft -
Direct Flame Test (2020-09-01)

ANSI/CAN/UL 5810, Standard for Safety for Active Fire Protection for Air Cargo Containers will include
cover the performance requirements for active fire protection, specifically detection and suppression
features, used in air cargo containers to contain a fire initiated inside the container. The requirements
evaluate the ability of the fire protection to control or suppress lithium-ion battery-initiated fires on
cargo aircraft and to include a series of standardized challenge fires (mixed hazardous materials, pallets
of batteries, etc.).

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Gap V4: Packaging and Transport of Lithium-ion Batteries. Standards are being developed on battery
package testing and performance-based packaging for lithium batteries as cargo on aircraft.

R&D Needed: No

Recommendation: Complete work on SAE standards in development on battery package testing and
performance-based packaging for lithium batteries as cargo on aircraft.

Priority: High

Organization(s): SAE, DOT/FAA

2.6. Battery Recycling/Materials Reclamation

Battery end-of-life, either through damage beyond repair or full exhaustion following use, requires
special consideration from the environmental, geo-political, and economical points of view. As electric
vehicle battery manufacturing relies on natural minerals mining, and improper disposal may potentially
result in soil, groundwater and air pollution, the need for technology allowing for efficient battery
recycling is fast growing. Lead-acid batteries, by comparison, have reached nearly 100% recycling rates
worldwide.

Lithium-based batteries are expected to be the main chemistry for the foreseeable future. Positive value
for recycling these batteries is likely to be through the nickel and cobalt components, as the lithium
itself is a small fraction of the battery, and rather inexpensive. Additional challenges stem from the fact
that many battery chemistries exist with different lithium combinations and pack geometries. The
challenge has been offset by the value of the recovered materials which is why industry is developing
industrial-scale precise recycling processes with high recovery rates and efficiency. Additionally, the
recycling value of various battery chemistries may differ based on the value of the materials they
contain.

In 2021, NEMA and Argonne National Laboratory started an initiative 15 to create standards for battery
recyclability which is supported by the ReCell Center. ReCell is a collaboration of industry, academia and
national laboratories working together to advance recycling technologies along the entire battery life-
cycle for current and future battery chemistries. Their research goals include:

• Making battery recycling profitable by recovering high-value materials.

• Designing processes to optimize yield, productivity and cost.
• Ensuring future supplies of energy storage critical materials for increased national security.

15See also https://www.anl.gov/article/argonne-and-the-national-electrical-manufacturers-association-cooperate-

to-develop-battery-recycling.

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Published Standards

The following standards have been developed by the SAE Battery Standards Recycling Committee:

• SAE J2974_201902, Technical Information Report on Automotive Battery Recycling (2019-02-11)

• SAE J2984_202109, Chemical Identification of Transportation Batteries for Recycling (2021-09-
10)
• SAE J3071_201604, Automotive Battery Recycling Identification and Cross Contamination
Prevention (2016-04-05)

In-Development Standards

The following standards are in development by ISO/TC 22/SC 37, Electrically propelled vehicles:

• ISO/AWI 18006-2, Electrically propelled road vehicles — Battery information — Part 2: End of life

Gap V5: Design for Battery Recyclability/Materials Reclamation. Standards for battery construction
design with the intention of recycling/materials reclamation are needed. The ability to disassemble
batteries after use in order for parts and materials to be reclaimed or recycled to manufacture new
batteries should be considered during the design phase.

R&D Needed: Yes, there is a need for additional R&D on design for recyclability, as batteries are getting
less conducive to recycling. Additional R&D is needed by the national labs on design for recyclability of
EV (li-on) batteries. This could include addressing the calculation method toward recycling efficiency and
recovery rates based on an agreed unit (possibly weight) and/or life-cycle assessment tools, including
energy recovery. Recycling is important to reduce the amount of materials to be mined, because the
processing of lithium ion produces toxic biproducts.

Recommendation: Develop standards for battery construction design with the intention of
recycling/materials reclamation.

Priority: High

Organization(s): ANL, SAE, ISO, NEMA

2.7. Battery Secondary Uses

A secondary life for both fixed and removable electric vehicle batteries may include re-use for other
vehicular applications and grid and low-power applications. This can include fulfilling different grid
functionalities including storing energy and helping to stabilize grids utilizing renewable energy.

Some possible battery second life applications include:

• Re-use or repackaging of modules or packs with testing for compatibility in vehicle applications;

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 • Re-use for lower power applications especially DC and home to grid and vehicle to grid;
• Re-use in industrial situations utilizing DC energy for manufacturing with low voltage use and
storage;
• Re-use with alternative power in small farm or school type uses, and as battery backup and
stable power source;
• Re-use with alternative power in medium factory or building uses, and as battery backup and
stable power source;
• Re-use for peak shaving EV charging;
• Re-use for grid support, line balancing and backup stabilization.

The secondary use market for EV batteries has the potential to lower the cost of electro-mobility and
enhance environmental protection through materials retention, re-use, and extended battery pack life,
leading to value chain enhancements.

On December 9, 2022, the European Union (EU) issued the EU Batteries Regulation, which includes
Article 65 asking OEMs to have a battery passport for batteries that they place on the EU market. To
track provenance and chain of custody, Europe plans to have a label and QR code that will be a unique
identifier for each battery and that will be linked to a database. All batteries listed in the European
market with a capacity over 2kWh will be required to have this.

The U.S. Department of Energy (DOE) Vehicle Technologies Office will be developing a plan for a similar
program in the United States. DOE will likely carry over some but not all of the European requirements.
DOE is expected to initiate work on this in 2023. SAE International is planning to form a group to
interface with the DOE activity as it moves forward.

Additionally, per the California Air Resources Board's Advanced Clean Cars II Regulations, battery state
of health (SOH) information is required for all zero-emission vehicles. 16 There will also likely be some
focus on diagnostics of battery packs.

Published Standards

• NFPA 855, Standard for the Installation of Stationary Energy Storage Systems (2023 Edition)
• SAE J2950_202006, Recommended Practices for Shipping Transport and Handling of
Automotive-Type Battery System - Lithium Ion (2020-06-09)
• ANSI/CAN/UL 1973 (Ed. 3), Batteries for Use in Stationary and Motive Auxiliary Power
Applications
• ANSI/CAN/UL 1974 (Ed. 1), Standard for Evaluation for Repurposing Batteries
• UL 9540 (Ed. 2), Energy Storage Systems and Equipment
• ANSI/CAN/UL 9540A (Ed. 4), Standard for Test Method for Evaluating Thermal Runaway Fire
Propagation in Battery Energy Storage Systems

16
See also, https://ww2.arb.ca.gov/rulemaking/2022/advanced-clean-cars-ii.

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In-Development Standards

• SAE J2997, Standards for Battery secondary use (2012-02-15). This work item in progress,
registered in 2012, ran into concerns over liability of using batteries in a non-vehicle context. A
white paper internal to the committee at present may eventually be published.

Gap V6: Battery Secondary Uses. There is a need for standards addressing methods to capture and track
battery health for second life applications for grid storage and other uses. The principal objective is to
decide whether a battery should be reused, repurposed, or recycled.

R&D Needed: Yes, to provide an indicator of residual value. The obstacles for generating a ledger or
lifetime tracking register, in the cloud or on the device, that shows the history of the battery needs
further study.

Recommendation: Explore the development of standards for battery secondary uses, addressing such
issues as safety and performance testing for intended applications, grid connection/communication
interfaces, identification of parts/components, and telematics (for cloud-based tracking) that can be
removed from the pack without destroying or damaging it.

Priority: Medium

Organization(s): NEMA, SAE, UL, NAATBATT

2.8. Crash Tests/Safety

To be sold in the U.S., electric vehicles must comply with all applicable Federal Motor Vehicle Safety
Standards (FMVSS). These include crash avoidance standards, crashworthiness standards, post-crash
safety standards, and others. The FMVSS are enforced by NHTSA, which routinely conducts compliance
testing to ensure that the vehicles certified for sale in the U.S. comply with all of the applicable
requirements. Vehicles that are noncompliant or vehicles that possess a safety defect are subject to
NHTSA’s recall and remedy provisions of the Motor Vehicle Safety Act.

FMVSS 305

The only federal motor vehicle safety standard that is unique to electric vehicles is: FMVSS 305, Electric-
powered vehicles: electrolyte spillage and electrical shock protection (49 CFR § 571.305). FMVSS 305 is
intended to provide manufacturers greater flexibility, requiring them to design electrically-powered
vehicles so that, in the event of a crash, the electrical energy storage, conversion, and traction systems
are either electrically isolated from the vehicle’s chassis or their voltage is below specified levels
considered safe from electric shock hazards. The standard was last amended in 2019 to allow high
voltage connectors that require the use of a tool to separate from their mating component.

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Since the physiological impacts of direct current (DC) are less than those of alternating current (AC), the
standard specifies lower electrical isolation requirements for certain DC components (100 ohms/volt)
than for AC components (500 ohms/volt). Rulemakings have resulted in the introduction of new
definitions, changes to existing definitions, changes to the energy storage/conversion device retention
requirements, the introduction of a low voltage option for achieving electrical safety, and a requirement
for monitoring the isolation resistance of DC high voltage sources that comply with the 100 ohms/volt
electrical isolation requirement. FMVSS 305 applies to passenger cars, multi-purpose vehicles (MPVs),
trucks, and buses that have a gross vehicle weight rating (GVWR) of 4,536 kg or less, that use electrical
components with working voltages more than 60 volts direct current (VDC) or 30 volts alternating
current (VAC), and whose speed attainable over a distance of 1.6 km on a paved level surface is more
than 40 km/h.

Published Standards

• SAE J1766_201401, Recommended Practice for Electric, Fuel Cell and Hybrid Electric Vehicle
Crash Integrity Testing (2014-01-10); published by the Fuel Cell Standards Committee.
• SAE J3040_ 202201, Electric Vehicle (E-Vehicle) Crash Test Lab Safety Guidelines (2022-01-20).
This SAE Information Report provides guidance on special risks associated with conducting crash
tests on E-vehicles from: (1) thermal activity inside the battery (resulting from electrical or
mechanical abuse) that may lead to energetic emission of harmful and/or flammable gases,
thermal runaway, and potentially fire; and (2) the risk of electrocution. It was developed by the
SAE Impact and Rollover Test Procedures Standards Committee.
• ISO 6469-4:2015, Electrically propelled road vehicles — Safety specifications — Part 4: Post
crash electrical safety (2015-09) was reconfirmed by ISO/TC 22/SC 37, Electrically propelled
vehicles in 2021.

NFPA’s Fire Protection Research Foundation has done research looking at questions related to burning
of EV batteries and recommendations for suppression efforts. As batteries are getting larger, the out-
gassing issue in post-crash scenarios is getting worse.

No in-development standards or standards gaps have been identified with respect to this issue.

2.9. EV Maintenance
Part of achieving electric vehicles at scale is the need to have technicians properly trained to service and
maintain the vehicles. Some examples of recent activities supporting EVs are noted below. See also
section 2.2.3. Electric Vehicle Emergency Response

National Institute for Automotive Service Excellence (ASE)

On May 2, 2023, the ASE announced the creation of Electric Vehicle Technician/Shop Personnel
Electrical Safety Standards. According to ASE, the “purpose of the standards is to provide guidance,
document, and establish electrical safety requirements, standards, procedures, and safe work practices

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relating to the development of an electrically safe working area for service professionals in North
America working on or around electrified vehicles (xEVs). The intent of these standards is to minimize
exposure to these hazards and their associated impacts. These standards were developed in conjunction
with vehicle manufacturers, aftermarket personnel and other electric industry subject matter experts.
Visit www.ase.com/ev to see the standards. . . . In addition to the EV Standards, ASE has developed a
new testing and certification program for all xEV vehicles including light-duty and medium/heavy-duty
hybrid/electric vehicles (EV) based on the standards. This industry-developed program provides two
options to certify shop owners and their employees based on their involvement with EVs. The
certification tests are in pilot testing now and plans are to launch them shortly.” 17

American Automobile Association (AAA)

AAA offers roadside assistance for EV operators including mobile charging in select markets through
partnership with roadside assistance providers. According to its December 1, 2022 news item, “AAA is
continuously developing resources that inform roadside assistance teams or those in the industry of the
newest updates in electric vehicle technology and systems. AAA’s Roadside Service Information (RSI)
system demonstrates techniques to provide safe roadside service to electric vehicles through tutorials
and videos. This resource can be used at the roadside via mobile devices, is shared with others in the
towing industry, and is available to public subscribers. To learn more, please visit RSI.aaa.biz.” 18

National Fire Protection Association (NFPA)

The 2023 edition of NFPA 70B Recommended Practice for Electrical Equipment Maintenance.
Specifically, chapter 33 Electric Vehicle Power Transfer Systems and Associated Equipment addresses EV
power transfer systems, visual and mechanical inspection, and electrical testing with maintenance
intervals.

No standards gap has been identified with respect to this issue.

17
“ASE Announces New EV Standards and an EV Testing and Certification Program” (May 2, 2023), accessed May
19, 2023 https://www.ase.com/press-releases/ase-ev-standards-ev-testing
18 “Electrifying AAA Member Benefits” (December 1, 2022), accessed May 19, 2023

https://newsroom.aaa.com/2022/12/electrifying-aaa-member-benefits/

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3. Charging Infrastructure
3.1. Charging Systems
In order to promote the development, acceptance and deployment of EVs, and to discourage the
imposition of market barriers, it is imperative that plugs, chargers and EVs be interoperable. EV owners
must be able to easily recharge their vehicle at their home or office and when traveling long distances
within their own state and across state lines. Harmonized standards that assure the interoperability of
EVs with the charging infrastructure will do much to help grow the market for EVs, and thus will be in
the best interest of EV and EVSE manufacturers, as well as EV users.

Some though not all of the terms found in section 680.104, Definitions, of the NEVI Final Rule 19 are
reproduced below. The terms selected are ones that are specifically relevant to the discussion that
follows in the charging infrastructure and grid interaction sections of the roadmap.

AC Level 2 means a charger that operates on a circuit from 208 volts to 240 volts and transfers
alternating-current (AC) electricity to a device in an EV that converts alternating current to direct
current to recharge an EV battery. 20

CHAdeMO means a type of protocol for a charging connector interface between an EV and a charger
(see www.chademo.com). It specifies the physical, electrical, and communication requirements of
the connector and mating vehicle inlet for direct-current (DC) fast charging. It is an abbreviation of
“charge de move”, equivalent to “charge for moving.”

Charger means a device with one or more charging ports and connectors for charging EVs. Also
referred to as Electric Vehicle Supply Equipment (EVSE).

Charging Network means a collection of chargers located on one or more property(ies) that are
connected via digital communications to manage the facilitation of payment, the facilitation of
electrical charging, and any related data requests.

Charging Network Provider means the entity that operates the digital communication network that
remotely manages the chargers. Charging network providers may also serve as charging station
operators and/or manufacture chargers.

19 Federal Highway Administration, National Electric Vehicle Infrastructure Standards and Requirements, 88 FR
12724, published 2/28/23, effective 3/30/23, accessed 3/5/23
https://www.federalregister.gov/documents/2023/02/28/2023-03500/national-electric-vehicle-infrastructure-
standards-and-requirements.
20 https://www.federalregister.gov/d/2023-03500/p-328

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 Charging Port means the system within a charger that charges one EV. A charging port may have
multiple connectors, but it can provide power to charge only one EV through one connector at a
time.

Charging Station means the area in the immediate vicinity of a group of chargers and includes the
chargers, supporting equipment, parking areas adjacent to the chargers, and lanes for vehicle
ingress and egress. A charging station could comprise only part of the property on which it is
located.

Charging Station Operator means the entity that owns the chargers and supporting equipment and
facilities at one or more charging stations. Although this entity may delegate responsibility for
certain aspects of charging station operation and maintenance to subcontractors, this entity retains
responsibility for operation and maintenance of chargers and supporting equipment and facilities. In
some cases, the charging station operator and the charging network provider are the same entity.

Combined Charging System (CCS) means a standard connector interface that allows direct current
fast chargers to connect to, communicate with, and charge EVs.

Connector means the device that attaches an EV to a charging port in order to transfer electricity.

Direct Current Fast Charger (DCFC) means a charger that enables rapid charging by delivering direct-
current (DC) electricity directly to an EV’s battery.

Distributed Energy Resource means small, modular, energy generation and storage technologies that
provide electric capacity or energy where it is needed.

Electric Vehicle (EV) means a motor vehicle that is either partially or fully powered on electric power
received from an external power source. For the purposes of this regulation, this definition does not
include golf carts, electric bicycles, or other micromobility devices.

Electric Vehicle Infrastructure Training Program (EVITP) refers to a comprehensive training program
for the installation of electric vehicle supply equipment. For more information, refer to
https://evitp.org/.

Electric Vehicle Supply Equipment (EVSE) See definition of a charger.

Open Charge Point Interface (OCPI) means an open-source communication protocol that governs the
communication among multiple charging networks, other communication networks, and software
applications to provide information and services for EV drivers.

Open Charge Point Protocol (OCPP) means an open-source communication protocol that governs the
communication between chargers and the charging networks that remotely manage the chargers.

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 Plug and Charge means a method of initiating charging, whereby an EV charging customer plugs a
connector into their vehicle and their identity is authenticated through digital certificates defined by
ISO-15118, a charging session initiates, and a payment is transacted automatically, without any
other customer actions required at the point of use.

Power Sharing means dynamically limiting the charging power output of individual charging ports at
the same charging station to ensure that the sum total power output to all EVs concurrently
charging remains below a maximum power threshold. This is also called automated load
management.

Smart Charge Management means controlling the amount of power dispensed by chargers to EVs to
meet customers’ charging needs while also responding to external power demand or pricing signals
to provide load management, resilience, or other benefits to the electric grid.

The following standards also provide definitions of key terms:

• NECA 413-2019, Standard for Installing and Maintaining Electric Vehicle Supply Equipment
(EVSE)
• NFPA 70®, National Electrical Code® (NEC®) Current Edition 2023, Article 100
• SAE J1772_201710, Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge
Coupler (2018-02-12)

3.1.1. DC Fast Charging and AC Level 2 for Light, Medium, and Heavy-Duty EVs
3.1.1.1. Power Quality

Plug-in electric vehicles require both the electric grid and the vehicle charger to be reliable, as the power
quality of one depends on the power quality of the other. Coordinating the electric utility grid
characteristics and acceptable levels of power quality for vehicles and vehicle chargers allows
manufacturers and utilities to ensure that PEV users achieve a reliable and safe charging experience. The
increasing number of plug-in electric vehicle chargers has caused concern over their combined effects
on the power quality and reliability of electric utility grids.

Published Standards

• SAE J2894/1_201901, Power Quality Requirements for Plug-In Electric Vehicle Chargers (2019-
02-23)
• SAE J2894/2_201503, Power Quality Test Procedures for Plug-In Electric Vehicle Chargers (2015-
03-17)

In-Development Standards

• SAE J2894/1, Power Quality Requirements for Plug-In Electric Vehicle Chargers (2020-06-08)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 61 of 170
 • SAE J2894/2, Power Quality Test Procedures for Plug-In Electric Vehicle Chargers (2019-08-27)

No gap has been identified with respect to this issue.

3.1.1.2. EV Charging Levels

Section 680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle
charging infrastructure, of the NEVI Final Rule provides in relevant part:

(d) Power Level. (1) DCFC charging ports must support output voltages between 250 volts DC and
920 volts DC. DCFCs located along and designed to serve users of designated AFCs must have a
continuous power delivery rating of at least 150 kilowatt (kW) and supply power according to an
EV’s power delivery request up to 150 kW, simultaneously from each charging port at a charging
station. These corridor-serving DCFC charging stations may conduct power sharing so long as each
charging port continues to meet an EV’s request for power up to 150 kW. 21

(2) Each AC Level 2 charging port must have a continuous power delivery rating of at least 6 kW and
the charging station must be capable of providing at least 6 kW per port simultaneously across all AC
ports. AC Level 2 chargers may conduct power sharing and/or participate in smart charge
management programs so long as each charging port continues to meet an EV’s demand for power
up to 6 kW, unless the EV charging customer consents to accepting a lower power level.

One of the most critical components to electric vehicle adoption is the ease and efficiency by which the
vehicle can be recharged, and the availability of charging facilities. AC Level 1 chargers are typically used
at residential properties and provide power through a standard 120-volt AC outlet. AC Level 1 chargers
require longer periods to charge and might be adequate to charge a vehicle with a small battery. AC
Level 2 chargers are much faster than Level 1 and utilize 208-volt to 240-volt AC connections. Some
Level 2 AC chargers are capable of fully charging some battery electric vehicles overnight. They may be
found in a variety of EVSE stations in locations such as residential properties, restaurants, workplaces,
schools, retail stores and healthcare facilities, etc. DCFC are the fastest chargers to date and can deliver
up to 480kW, which requires a 3-phase power to distribute this amount of power reliably and safely.

SAE J3068 is a standard that provides higher power AC charging with similar capabilities as DCFC (up to
133 kW with typical systems ranging between 25-65 kW) by directly utilizing three-phase power
provided by electric utilities (AC Level 2 charging), which often requires the use of intermediate
transformers to convert commercial 480/277VAC. This allows vehicles with larger batteries (such as
MD/HD) to AC charge faster for a cost and complexity comparable to AC Level 2.

DCFC may be found in a variety of EVSE stations which include restaurants, workplaces, and corridors.
DCFC generally provides more range to the vehicle per minute of charge time (compared to L1 and L2).

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Published Standards

SAE

The following standards have been published by the SAE Hybrid-EV Committee:

• SAE J1772, Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Coupler (2017-
10-13)
• SAE J2836/1, Use Cases for Communication Between Plug-in Vehicles and the Utility Grid (2019-
07-15) addresses V1G.
• SAE J2836/2, Use Cases for Communication between Plug-in Vehicles and Off-Board DC Charger
(2011-09-15) addresses DC charging.
• SAE J2847/1, Communication for Smart Charging of Plug-in Electric Vehicles Using Smart Energy
Profile 2.0 (2019-08-20) addresses V1G.
• SAE J2847/2, Communication Between Plug-In Vehicles and Off-Board DC Chargers (2015-04-09)
addresses DC charging and is also harmonized with DIN 70121.
• SAE J1931/1, On-Highway Equipment Control and Communication Network (2021-09-21)
addresses V1G.
• SAE J2931/4, Broadband PLC Communication for Plug-in Electric Vehicles (2014-10-21)
addresses V1G.
• SAE J3068, Electric Vehicle Power Transfer System Using a Three-Phase Capable Coupler (2022-
07-26)
• SAE J3072, Interconnection Requirements for Onboard, Grid Support Inverter Systems (2021-03-
10) addresses V2X.

DIN

• DIN SPEC 70121, Electromobility – Digital communication between a d.c. EV charging station and
an electric vehicle for control of d.c. charging in the Combined Charging System (2014-12)

IEC

The following standards on EV conductive charging systems have been published by IEC TC 69, Electrical
power/energy transfer systems for electrically propelled road vehicles and industrial trucks:

• IEC 61851-1:2017 ED3, Electric vehicle conductive charging system - Part 1: General
requirements (2017-02-07)
• IEC 61851-21-1:2017 ED1, Electric vehicle conductive charging system - Part 21-1 Electric vehicle
on-board charger EMC requirements for conductive connection to AC/DC supply (2017-06-19)
• IEC 61851-21-2:2018 ED1, Electric vehicle conductive charging system - Part 21-2: Electric
vehicle requirements for conductive connection to an AC/DC supply - EMC requirements for off
board electric vehicle charging systems (2018-04-18)

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 • IEC 61851-23:2014 ED1, Electric vehicle conductive charging system - Part 23: DC electric vehicle
charging station (2014-03-11)
• IEC 61851-23:2014/COR1:2016 ED1, Corrigendum 1 - Electric vehicle conductive charging
systems - Part 23: DC electric vehicle charging station (2016-05-18)
• IEC 61851-24:2014 ED1, Electric vehicle conductive charging system - Part 24: Digital
communication between a d.c. EV charging station and an electric vehicle for control of d.c.
charging (2014-03-07)
• IEC 61851-24:2014/COR1:2015 ED1, Corrigendum 1 - Electric vehicle conductive charging system
- Part 24: Digital communication between a d.c. EV charging station and an electric vehicle for
control of d.c. charging (2015-06-17)
• IEC 61851-25:2020 ED1, Electric vehicle conductive charging system - Part 25: DC EV supply
equipment where protection relies on electrical separation (2020-12-04)

IEEE

• IEEE 2030.1.1-2021, IEEE Standard for Technical Specifications of a DC Quick and Bidirectional
Charger for Use with Electric Vehicles (Feb, 18, 2022)

ISO

ISO standards addressing AC or DC charging include:

• ISO 15118-1:2019, Road Vehicles (2019-04)
• ISO 15118-2:2014, Road vehicles — Vehicle-to-Grid Communication Interface — Part 2: Network
and application protocol requirements (2014-04) was reaffirmed in 2020
• ISO 15118-3:2015, Road vehicles — Vehicle to grid communication interface — Part 3: Physical
and data link layer requirements (2015-05) was reaffirmed in 2020

In-Development Standards

The following standards on EV conductive charging systems are in development by IEC TC 69, Electrical
power/energy transfer systems for electrically propelled road vehicles and industrial trucks:

Project Reference Initiation Working Forecasted

Date Group Publ. Date
IEC 61851-1 ED4 Electric vehicle conductive charging system - 2022-01 WG 12 2025-03
Part 1: General requirements

IEC TS 61851-3-1 ED1 Electric Vehicles conductive power 2013-01 WG 10 2023-08

supply system - Part 3-1: DC EV supply equipment where
protection relies on double or reinforced insulation - General
rules and requirements for stationary equipment

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IEC TS 61851-3-2 ED1 Electric Vehicles conductive power 2013-01 WG 10 2023-08
supply system - Part 3-2: DC EV supply equipment where
protection relies on double or reinforced insulation - Particular
requirements for portable and mobile equipment
IEC TS 61851-3-4 ED1 Electric vehicles conductive charging 2013-01 WG 10 2023-03
system - Part 3-4: DC EV supply equipment where protection
relies on double or reinforced insulation - General definitions
and requirements for CANopen communication
IEC TS 61851-3-5 ED1 Electric vehicles conductive charging 2013-01 WG 10 2023-03
system - Part 3-5: DC EV supply equipment where protection
relies on double or reinforced insulation - Pre-defined
communication parameters and general application objects
IEC TS 61851-3-6 ED1 Electric vehicles conductive charging 2013-01 WG 10 2023-03
system - Part 3-6: DC EV supply equipment where protection
relies on double or reinforced insulation - Voltage converter
unit communication
IEC TS 61851-3-7 ED1 Electric vehicles conductive charging 2013-01 WG 10 2023-03
system - Part 3-7: DC EV supply equipment where protection
relies on double or reinforced insulation - Battery system
communication
IEC 61851-21-1 ED2 Electric vehicle conductive charging system 2021-05 MT 19 2024-04
- Part 21-1 Electric vehicle on-board charger EMC requirements
for conductive connection to AC/DC supply
IEC 61851-21-2 ED2 Electric vehicle conductive charging system 2023-01 MT 19 2025-06
- Part 21-2: Electric vehicle requirements for conductive
connection to an AC/DC supply - EMC requirements for off
board electric vehicle charging systems
IEC 61851-23 ED2 Electric vehicle conductive charging system - 2015-12 MT 5 2023-10
Part 23: DC electric vehicle supply equipment
IEC 61851-23-1 ED1 Electric vehicle conductive charging system 2016-04 PT 2023-11
- Part 23-1: DC electric vehicle charging station with an 61851-
automated connection device 23-1
IEC 61851-24 ED2 Electric vehicle conductive charging system - 2015-12 MT 5 2023-10
Part 24: Digital communication between a DC EV charging
station and an electric vehicle for control of DC charging
IEC TS 61851-26 ED1 Electric vehicle conductive charging 2020-11 WG 14 2024-02
system - Part 26: EV supply equipment with automated

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connection of a vehicle coupler located at the underbody of an
electric vehicle
IEC TS 61851-27 ED1 Electric vehicle conductive charging 2020-11 WG 14 2024-02
system - Part 27: EV supply equipment with automated
connection of a vehicle coupler according to IEC 62196-2 or IEC
62196-3

No standards gap has been identified with respect to this issue.

3.1.1.3. EV Supply Equipment and Charging Systems

Section 680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle
charging infrastructure, of the NEVI Final Rule provides in relevant part:

(b) Number of Charging Ports. (1) When including DCFCs located along and designed to serve users
of designated AFCs, charging stations must have at least four network-connected DCFC charging
ports and be capable of simultaneously charging at least four EVs. (2) In other locations, EV charging
stations must have at least four network-connected (either DCFC or AC Level 2 or a combination of
DCFC and AC Level 2) charging ports and be capable of simultaneously charging at least four EVs 22 .

and

(g) Equipment Certification. States or other direct recipients must ensure that all chargers are
certified by an Occupational Safety and Health Administration Nationally Recognized Testing
Laboratory and that all AC Level 2 chargers are ENERGY STAR certified. DCFC and AC Level 2 chargers
should be certified to the appropriate Underwriters Laboratories (UL) standards for EV charging
system equipment. 23

Vehicles are generally provided with connectors which allow the use of both AC and DC chargers, with
connector design and on-board systems and controls to maintain the proper charge paths to assure
safety. NEC Article 625 defines EVSE to include only supply equipment which provides AC to the charge
port of the vehicle. It also defines supply equipment which provides DC to the charge port of the vehicle
as EV charging system equipment. In the EVSP roadmap and in the standards referenced herein, EVSE
refers to both equipment that supplies AC to the vehicle (AC Level 1 and AC Level 2) as well as
equipment which provides DC to the vehicle, including DCFC and WPT.

Infrastructure equipment is provided with a system of protection that is used to monitor ground
connections or isolation of the charging circuit from the user. These systems monitor the infrastructure
device as well as the vehicle through the conductive connection. The protection systems provide a

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portion of the control for the charging function and shut down the infrastructure equipment in the
event of a loss of the protective elements associated with that system of protection (ground or
isolation).

Published Standards

• NFPA 70®, National Electrical Code®, Current Edition 2023. NEC Article 625, Electric Vehicle
Power Transfer System, covers the electrical conductors and equipment connecting an electric
vehicle to premises wiring for the purposes of charging, power export, or bidirectional current
flow.

• UL 2202 (Ed. 3), DC Charging Equipment for Electric Vehicles. These requirements apply to DC
conductive charging equipment intended to be supplied with a maximum input voltage of 1000
V ac or 1500 V dc, for recharging the propulsion batteries in over-the-road electric vehicles (EV).
This Third Edition of ANSI/UL 2202 reflects the trinational standard for Canada, Mexico, and the
United States.

• UL 2231-1 (Ed. 2) Personnel Protection Systems for Electric Vehicle (EV) Supply Circuits; Part 1:
General Requirements. These requirements cover devices and systems intended for use in
accordance with Annex A, Ref. No. 1, to reduce the risk of electric shock to the user from
accessible parts, in grounded or isolated circuits for charging electric vehicles. These circuits are
external to or on board the vehicle. This revision of ANSI/UL 2231-1 is being issued to update
the title page to reflect the most recent designation as a Reaffirmed American National
Standard (ANS). No technical changes have been made. As noted in the Commitment for
Amendments statement located on the back side of the title page, UL, CSA, and ANCE are
committed to updating this harmonized standard jointly. However, the revision pages dated
September 16, 2021 will not be jointly issued by UL, CSA, and ANCE as these revision pages only
address UL ANSI approval dates.
• UL 2231-2 (Ed. 2), Personnel Protection Systems for Electric Vehicle (EV) Supply Circuits:
Particular Requirements for Protection Devices for Use in Charging Systems. This Standard is
intended to be used in conjunction with the general requirements of Annex A, Ref. No. 1. The
requirements of Annex A, Ref. No. 1 apply unless modified by this Standard. This revision to
ANSI/UL 2231-2 includes revising requirements for Isolated Circuit Systems – Capacitor
Switching Transient Test and Harmonic Distortion Immunity Test; 24.1.3A, 24.2.1 and 24.9.2.

• UL 2251 (Ed. 4), Plugs, Receptacles, and Couplers for Electric Vehicles. These requirements cover
EV plugs, EV receptacles, vehicle inlets, vehicle connectors, and EV breakaway couplings, rated
up to 800 amperes and up to 1000 volts ac or 1500 V dc under conditions of continuous use.
This standard applies to the devices which may also be intended for use in charging systems that
provide for active cooling or dynamic current control when the device is rated only for DC
voltages. These devices are intended for use with conductive electric vehicle supply equipment
(EVSE), and are intended to facilitate the conductive connection from the EVSE to the vehicle.
These devices are for use in either indoor or outdoor nonhazardous locations in accordance with

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 67 of 170
 Annex A, Ref. No. This revision of ANSI/UL 2251 is being issued to incorporate a number of
updates including harmonization of ANCE NMX-J-678/CSA C22.2 No. 282/UL 2251 and IEC
thermal cycling tests; 18.3, 18.4, 45.3, Table 45.2, Figure 45.1 and Sections 54A – 54D.

• UL 2594 (Ed. 3), Electric Vehicle Supply Equipment. This Standard applies to conductive electric
vehicle (EV) supply equipment with a primary source voltage of 1000 V ac or less, with a
frequency of 50 or 60 Hz, and intended to provide ac power to an electric vehicle with an on-
board charging unit. This Standard covers electric vehicle supply equipment intended for use
where ventilation is not required. This Third Edition of the Standard for Electric Vehicle Supply
Equipment, UL 2594 includes the following revisions: a) Removal of requirement to fasten in
place devices rated over 125 V; b) Increase voltage to 1000 V input; c) Revisions due to
withdrawal of UL 2744; d) Location of interrupting device for personnel protection systems in
EVSE in accordance with the NEC.

In summary, the following are North American standards.

• NMX-J-817-ANCE-2022 / CSA C22.2 No. 346 / UL 2202, DC Charging Equipment for Electric
Vehicles
• NMX-J-668/1-ANCE/CSA C22.2 No. 281.1/UL 2231-1 Standard for Safety for Personnel
Protection Systems for Electric Vehicle (EV) Supply Circuits: General Requirements
• NMX-J-668/2-ANCE/CSA C22.2 No. 281.2/UL 2231-2 Standard for Safety for Personnel
Protection Systems for Electric Vehicle (EV) Supply Circuits: Particular Requirements for
Protective Devices for Use in Charging Systems
• NMX-J-678-ANCE-2017 / CSA C22.2 No. 282-17 / UL 2251, Plugs, Receptacles and Couplers for
Electric Vehicles
• NMX-J-677-ANCE-2022 / CSA C22.2 No. 280-22 / UL 2594, Electric Vehicle Supply Equipment

The IEC 61851 series of standards also address the safety of off-board chargers, off-board charging
stations, and portable EV cord sets:

• IEC 61851-1:2017, Ed. 3.0, Electric Vehicle Conductive Charging Systems, Part 1: General
Requirements, (2017-02-07)
o IEC 61851-1 ED4 has an anticipated publication date of March 2025.
• IEC 61851-21-1:2017, Ed 1.0, Electric vehicle conductive charging system - Part 21-1 Electric
vehicle on-board charger EMC requirements for conductive connection to AC/DC supply, (2017-
06-19)
o IEC 61851-21-1 ED2 has an anticipated publication date of April 2024.
• IEC 61851-21-2:2018, Ed. 1.0 Electric vehicle conductive charging system - Part 21-2: Electric
vehicle requirements for conductive connection to an AC/DC supply - EMC requirements for off
board electric vehicle charging systems (2018-04-18)
o IEC 61851-21-2 ED2 has an anticipated publication date of June 2025.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 68 of 170
 • IEC 61851-24:2014, Ed. 1.0, Electric vehicle conductive charging system – Digital communication
between a d.c. EV charging station and an electric vehicle for control of d.c. charging (2014-03-
07)
o IEC 61851-24 ED2 has an anticipated publication date of June 2025.

• IEC 61851-23:2014, Ed. 1.0, Electric vehicle conductive charging system – D.C. electric vehicle
charging station (2014-03-11)
o IEC 61851-23 ED2 has an anticipated publication date of October 2023.

The IEC 61851-1 standard has many requirements that are similar or identical to what is featured in the
North American standards, such as UL 2594 and UL 2202. However, an area of discrepancy exists
pertaining to the requirements for personnel protection systems. The IEC documents require a form of
protection system that is widely used in Europe but is not used in the U.S., while the National Electrical
Code® in the U.S. requires a different system of protection that is not used in Europe. This difference in
the standards affects the harmonization of these requirements. In addition, there are differences in the
standards used to cover components or subassemblies within the overall equipment, and differences in
the evaluation of required environmental ratings for outdoor equipment. From a harmonization
perspective, these differences are not as difficult to overcome as the previously discussed personnel
protection systems.

Harmonization between the North American safety standards and the IEC 61851 standards is being
driven through IEC work and U.S. participation in the appropriate IEC committees. However, no formal
program or specific project has been initiated to actually harmonize these standards. Up to this point,
the effort has been focused on introducing specific aspects into either the North American standards, or
the IEC standards, as opportunity allows. While not a gap per se with respect to the U.S. market, the use
of infrastructure equipment and the means to mitigate risks would prove beneficial to manufacturers if
harmonization was completed.

Conformance Programs

Various conformance programs exist, with each third-party testing organization having a program in
place. Article 625 of the National Electrical Code® requires off-board chargers, off-board charging
stations, and portable EV cord sets to be listed. So, conformance programs are essential to listing the
product. Although all conformance programs have their own specific parts, for off-board charging
stations and portable EV cord sets, all North American conformance programs will be based on the
North American standards as shown above.

3.1.1.4. EV Couplers

Section 680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle
charging infrastructure, of the NEVI Final Rule provides in relevant part:

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 69 of 170
 (c) Connector type. All charging connectors must meet applicable industry standards. Each DCFC
charging port must be capable of charging any CCS-compliant vehicle and each DCFC charging port
must have at least one permanently attached CCS Type 1 connector. In addition, permanently
attached CHAdeMO (www.chademo.com) connectors can be provided using only FY2022 NEVI
funds. Each AC Level 2 charging port must have a permanently attached J1772 connector and must
charge any J1772-compliant vehicle. 24

Safety and Harmonization Efforts

A critical user component required for recharging plug-in electric vehicles is the EV coupler, which
consists of a vehicle connector and a vehicle inlet. This vehicle connector and vehicle inlet combination
(coupler) provides a conductive path for power from the charging infrastructure equipment to the
vehicle, and assists the infrastructure equipment with safety checks, communication, and other aspects
associated with safe recharging of the vehicle.

Ideally, electric vehicle operators should be able to use any available charging station to recharge their
vehicle. This interoperability is governed by the electric vehicle charging systems including the vehicle
couplers. For these reasons, standardized EV couplers are vitally important in facilitating public adoption
of EVs, especially when multiple vehicle models are involved.

With regard to the previously cited language on connector type in Section 680.106, Installation,
operation, and maintenance by qualified technicians of electric vehicle charging infrastructure, of the
NEVI Final Rule, the discussion provides that looking forward certain applications and use cases may
benefit from other connectors:

The FHWA agrees that J3068 connectors may have future benefits, particularly for MD/HD charging
applications. 25

Due to their size and weight, MD/HD vehicles are often separated from passenger cars in parking
facilities, and typically passenger car EV charging locations are not designed to accommodate MD/HD
vehicles. Additionally, the energy requirements and duty cycle of MD/HD vehicles may necessitate a
different connector standard. Long-term the sharing of infrastructure between passenger and non-
passenger vehicles may have limited benefit. The Megawatt Charging System connector (SAE J3271)
and/or the three-phase capable coupler (SAE J3068) may be appropriate for these vehicles. Vehicle
egress (pull thru lanes) are important for light-duty trailer vehicles and commercial vehicles, both of
which would use CCS or J3068.

The EV coupler is also instrumental in protecting people from the risk of electric shock. This includes the
vehicle owner, as well as other people in the area that may contact the electric vehicle or the EV
coupler. The EV coupler also protects the vehicle, by guarding against mismatching of the vehicle

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connector and vehicle inlet and providing for the correct communication and pilot controls via an
expected charge protocol. Safety standards provide the minimum requirements necessary to protect the
vehicle owner, general public, infrastructure, garage, and charging site, while the vehicle is charging.

With standardized couplers, an EV driver would be familiar with one type of EV connector and would not
have to worry about matching a connector to their particular vehicle make and model. Standardization
would also reduce attempts to modify equipment, or provide adapters to convert equipment, which
could adversely affect the safety of the charging system. Harmonized standards (national, regional,
international) would be beneficial, so that all EV couplers and electric vehicles would function in the
same manner and provide similar protection.

Today, UL 2251 (Ed. 4), Plugs, Receptacles and Couplers for Electric Vehicles exists to cover safety for EV
couplers. A North American harmonization effort took place based on UL 2251 involving CSA C22.2 No.
282 and similar Mexican documents to cover the safety requirements for vehicle connectors and vehicle
inlets with respect to the risk of fire, shock, and injury to persons for both AC and DC rated EV couplers.
This tri-national standard is NMX-J-678-ANCE-2017 /CSA C22.2 No. 282-17/UL 2251, Plugs, Receptacles
and Couplers for Electric Vehicles.

The IEC 62196 series of standards also address safety of the EV coupler:

• IEC 62196-1:2022, Ed. 4.0, Plugs, Socket-Outlets, Vehicle Connectors and Vehicle Inlets –
Conductive Charging of Electric Vehicles – Part 1: General Requirements (2022-05-03)
• IEC 62196-1:2022 CMV, Ed. 4.0, Plugs, socket-outlets, vehicle connectors and vehicle inlets -
Conductive charging of electric vehicles - Part 1: General requirements (2022-05-03)

• IEC 62196-2:2022, Ed. 3.0, Plugs, Socket-Outlets, Vehicle Connectors and Vehicle Inlets –
Conductive Charging of Electric Vehicles – Part 2: Dimensional Compatibility and
Interchangeability Requirements for AC Pin and Contact-Tube Accessories (2022-10-19)
• IEC 62196-3:2022, Ed. 2.0, Plugs, socket-outlets, vehicle connectors and vehicle inlets -
Conductive charging of electric vehicles - Part 3: Dimensional compatibility requirements for DC
and AC/DC pin and contact-tube vehicle couplers (2022-10-19)

• IEC TS 62196-3-1:2020, Ed. 1.0, Plugs, socket-outlets, vehicle connectors and vehicle inlets -
Conductive charging of electric vehicles - Part 3-1: Vehicle connector, vehicle inlet and cable
assembly for DC charging intended to be used with a thermal management system (2020-03-26)
• IEC TS 62196-4:2022, Ed. 1.0, Plugs, socket-outlets, vehicle connectors and vehicles inlet -
Conductive charging of electric vehicles - Part 4: Dimensional compatibility and
interchangeability requirements for DC pin and contact-tube accessories for class II or class III
applications (2022-10-19)
• IEC 62196-6:2022, Ed. 1.0, Plugs, socket-outlets, vehicle connectors and vehicle inlets -
Conductive charging of electric vehicles - Part 6: Dimensional compatibility requirements for DC

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 71 of 170
 pin and contact-tube vehicle couplers intended to be used for DC EV supply equipment where
protection relies on electrical separation (2022-04-22)
• IEC TS 62196-7, Ed. 1.0, Plugs, socket-outlets, vehicle connectors and vehicle inlets - Conductive
charging of electric vehicles - Part 7: Vehicle adapter is anticipated to be published in February
2024.

There are some differences between IEC 62196 series standards and the existing North American EV
coupler safety standards. These include some construction issues such as acceptance of components
and the IEC standards used to certify and test these components, the mandatory use of latching means,
and the use of IEC ingress protection (IP) ratings. They also include testing differences such as additional
test methods for enclosure strength testing, environmental testing on enclosures (IP ratings), and
impact testing on inlets. Harmonization between the North American coupler safety standards and the
IEC 62196 standards takes place as opportunities arise through U.S. participation in the appropriate IEC
committees.

Conformance Programs

Various conformance programs exist, with each third-party testing organization having a program in
place. Article 625 of the National Electrical Code® requires EV couplers, EVSE and EV charging systems to
be listed. So, conformance programs are essential to listing the product. Although all conformance
programs have their own specific parts, all North American conformance programs will be based on the
North American standards as shown above.

Interoperability with EVSE and Harmonization Efforts

SAE J1772™ covers the interface, design, geometry, communication protocol, and pilot controls for
electric vehicle infrastructure as it is communicated through the EV connector. Conforming to this SAE
document means that any vehicle supplied with an SAE J1772™ inlet on the vehicle can pull up to any
SAE J1772™ infrastructure type device (which would be provided with an SAE J1772™ style connector)
and be able to charge the vehicle. Such charging interoperability is key to the mass deployment of PEVs.
SAE J1772™ is a CCS Type 1 connector as defined in the IEC 62196 standards.

In November, 2022, Tesla announced that it would open its EV connector configuration, which it called
the “North American Charging Standard,” to charging network operators and vehicle manufacturers.
CharIN advocates for the CCS system.

Harmonization of EV couplers on a global scale would help to reduce costs for manufacturers of PEVs
and charging infrastructure. However, due to market competition, differences in electrical systems, each
country’s own national rules and regulations, and EV coupler configurations already having been well
established in some locations, global harmonization remains a challenge.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 72 of 170
Interoperability

Interoperability between PEVs and EVSE an essential component of EVs at scale.

Published Standards

• SAE J2953/1_201310, Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supply
Equipment (EVSE) (2013-10-07). This SAE Recommended Practice J2953/1 establishes
requirements and specification by which a specific Plug-In Electric Vehicle (PEV) and Electric
Vehicle Supply Equipment (EVSE) pair can be considered interoperable. The test procedures are
further described in J2953/2.

• SAE J2953/2_201401, Test Procedures for the Plug-In Electric Vehicle (PEV) Interoperability with
Electric Vehicle Supply Equipment (EVSE) (2014-01-22). This SAE Recommended Practice SAE
J2953/2 establishes the test procedures to ensure the interoperability of Plug-In Vehicles (PEV)
and Electric Vehicle Supply Equipment (EVSE) for multiple suppliers.

In-Development Standards

• SAE J2953/1, Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supply
Equipment (EVSE) (2019-03-01) is under its five-year review.

• SAE J2953/2, Test Procedures for the Plug-In Electric Vehicle (PEV) Interoperability with Electric
Vehicle Supply Equipment (EVSE) (2019-03-01) is under its five-year review.

• SAE J2953/3, Test Cases for the Plug-In Electric Vehicle (PEV) Interoperability with Electric
Vehicle Supply Equipment (EVSE) (2016-02-03). This establishes the test cases to ensure the
interoperability of PEV and EVSE for multiple suppliers. It defines the test cases for
interoperability for AC and DC charging identified in J1772 and J2847/2. The Test Cases
complement the interoperability requirements in J2953/1 and test procedures in J2953/2 and
provide the specific functions, steps and results expected.

No standards gap has been identified with respect to this issue.

3.1.1.5. Electromagnetic Compatibility (EMC)

The concept of EMC is to protect both the communications channels and the electrical circuits used in
charging and operating the vehicle. The focus is to limit or control electromagnetic emissions by both
the vehicle and charging station devices to keep them within tolerable limits for other nearby devices.
EMC standards help maintain the integrity of the EV system as a potential emitter and “good citizen” of
the electric grid, as well as protecting the vehicle and charging station from other emitters on the grid.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 73 of 170
This is necessary to maintain the safety and interoperability of the devices within the charging
environment.

Published Standards

• IEC 61851-21-1:2017, Ed. 1.0, Electric vehicle conductive charging system - Part 21-1 Electric
vehicle on-board charger EMC requirements for conductive connection to AC/DC supply (2017-
06-19)

• IEC 61851-21-2:2018, Ed. 1.0, Electric vehicle conductive charging system - Part 21-2: Electric
vehicle requirements for conductive connection to an AC/DC supply - EMC requirements for off
board electric vehicle charging systems (2018-04-18)

• SAE J551/1_202001, Performance Levels and Methods of Measurement of Electromagnetic

Compatibility of Vehicles, Boats (up to 15 m), and Machines (16.6 Hz to 18 GHz) (Stabilized Jan
2020)

• SAE J1113 series covers EMC testing of vehicle components.

• SAE J1772TM includes EMC requirements for the conductive charging interface unit, referring to
UL 2231-2 and FCC part 15.

There is an agreement between IEC and ISO regarding EMC as follows: EMC immunity issues relating to
vehicles (internal combustion, battery, fuel cell or hybrid powered) while not connected to the power
grid are the responsibility of ISO/TC 22 and rf emissions are the responsibility of IEC CISPR/D. EMC issues
relating to vehicles while connected to the power grid for charging are the responsibility of IEC/TC 69
with IEC CISPR/B having responsibility for emissions during charging. All of the activities take into
account the basic IEC/TC 77 EMC standards (the IEC 61000 series) where appropriate.

In terms of EMC standards for the electric grid, the IEC 61000 series has several parts that cover
everything from the general application of the standard (part 1), through discussions of environment,
limits, testing and measurement, installation and mitigation, and finally a generic catchall volume (parts
2 through 6 respectively). Propagated by various subcommittees of IEC/TC 77, Electromagnetic
compatibility, between electrical equipment including networks, the IEC 61000 series has broad
applicability in the infrastructure segment of the EV space.

No standards gap has been identified with respect to this issue.

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3.1.2. Megawatt Charging Systems for Medium and Heavy-Duty EVs
CharIN is a global association working to promote EV interoperability based on the Combined Charging
System (CCS). It has a Megawatt Charing System (MCS) Subgroup working to meet the demand of the
truck and bus industry for heavy-duty EV charging. They also developed a white paper 26 of technical and
non-technical aspects of the MCS and includes recommended specification for standards development
organizations. SAE J3271 is in development to address MCS. There are SAE J3105 Level 2 charging
systems that exceed 1MW (Level 2 J3105 is not the same as Level 2 J1772).

Published Standards

There are no published standards covering MCS. The following documents are related to MCS.

• IEEE P2030.5-2018, IEEE Standard for Smart Energy Profile Application Protocol (2018-06-14)
• ISO 15118 and all its subparts except dash 2 which is superseded by dash 20.
• SAE J1939 series of standards. Additional detail on the J1939 standards is available here. 27
• SAE J2954/2, Wireless Power Transfer for Heavy-Duty Electric Vehicles (2022-12-16)
• SAE J3072_202103, Interconnection Requirements for Onboard, Grid Support Inverter
Systems (2021-03-10)
• SAE J3105, Electric Vehicle Power Transfer System Using Conductive Automated Connection
Devices (2020-01-20)
• UL 1741 (Ed. 3), Inverters, Converters, Controllers and Interconnection System Equipment for
Use with Distributed Energy Resources. The standard includes Supplement SA with grid support
smart features to be used with IEEE 1547-2003. It also includes Supplement SB with grid support
smart features realized in IEEE 1547-2018. The next iteration of the UL 1741 standard will
include Supplement SC with V2G-AC support realized in SAE J3072. 28
• UL 2202 (Ed. 3), DC Charging Equipment for Electric Vehicles
• UL 2251 (Ed. 4), Plugs, Receptacles, and Couplers for Electric Vehicles
• UL 9741 (Ed. 2), UL LLC Outline of Investigation for Electric Vehicle Power Export Equipment
(EVPE)

26
CharIn. “CharIN Whitepaper Megawatt Charging System (MCS): Recommendations and requirements for MCS
related standards bodies and solution suppliers,” Version 1.0, 2022-11-24. Accessed 3/9/2034
https://www.charin.global/media/pages/technology/knowledge-base/c708ba3361-
1670238823/whitepaper_megawatt_charging_system_1.0.pdf
27 AutoPi.io, “SAE J1939: The Ultimate Guide (2023),” Accessed 12 February 2023

https://www.autopi.io/blog/j1939-explained/
28 Interstate Renewable Energy Council (IREC), “Paving the Way: Vehicle-to-Grid Standards for Electric Vehicles,” p.

12, Accessed 12 February 2023 https://irecusa.org/resources/paving-the-way-vehicle-to-grid-standards-for-

electric-vehicles/

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In-Development Standards

• IEC 61851-23-3 ED1, Electric vehicle conductive charging system - Part 23-3: DC electric vehicle
supply equipment for Megawatt charging systems is anticipated to be published in December
2024.
• IEC TS 63379 ED1, Plugs, socket-outlets, vehicle connectors and vehicle inlets – conductive
charging of electric vehicles - Vehicle connector, vehicle inlet and cable assembly for Megawatt
DC charging is anticipated to be published in December 2025.
• SAE AIR7357, MegaWatt and Extreme Fast Charging for Aircraft (2020-11-20) is cross listed with
J3271.
• SAE J2954/3, Dynamic Wireless Power Transfer for both light and Heavy Duty Vehicles (2023-04-
20)
• SAE J3271, Megawatt Charging System for Electric Vehicles (2021-12-15). CharIN members are
participating in the development of J3271.
• UL 2202 (Ed. 3), DC Charging Equipment for Electric Vehicles is being revised to address MCS.
• UL 2251 (Ed. 4), Plugs, Receptacles, and Couplers for Electric Vehicles is being revised to address
MCS.

Gap C1: Megawatt Charging Systems (MCS). Standards are needed for MCS to support for heavy-duty
EVs such as aircraft, trucks and buses.

R&D Needed: Yes. Interoperability testing and data collection.

Recommendation: Complete work on SAE J3271. Complete update work on UL 2251 (couplers) and UL
2202 (chargers) to address MCS, specifically liquid cooled cables.

Priority: High

Organization(s): SAE, DOE, NEMA, UL

3.1.3. Wireless Power Transfer (WPT)

Wireless charging is a type of charging where energy is transferred to the vehicle in a contactless
manner rather than via a physical, conductive electrical connection. Stationary or static wireless
charging is where an EV is parked in a garage or charging location and is recharged without being
physically plugged in. Dynamic wireless charging takes this one step further and allows a vehicle to be
recharged while in motion. Wireless charging is a rapidly developing technology that will lend itself
naturally in the promotion and deployment of EVs. It is important to have harmonized standards to
ensure a safe, interoperable charging experience.

The principal SDOs working on documents in this space are SAE International, IEC, and ISO. It is
important to understand the structural differences between and among them.

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SAE, with regard to wireless charging, covers the entire system, both the offboard components and the
onboard (on the vehicle) components, as well as the system communication requirements.

IEC and ISO, by agreement, split the systems with IEC covering the offboard portion of the systems and
ISO covering the onboard portion of the systems. Also, by agreement in this application space, the
communication aspects of system operation are specified in either an IEC or an ISO document and
adopted and referenced by the related document on the other side (the communications aspects are
dealt with separately below). The division between ISO and IEC applies to both Static Wireless Power
Transfer (Static WPT) and Dynamic Wireless Power Transfer (DWPT).

3.1.3.1. Static Wireless Power Transfer

Standards development activity in this space has been ongoing for many years. By mutual agreement,
the relevant groups in SAE, IEC, and ISO have considered the documents being developed in the other
organizations in an attempt to understand and minimize differences in requirements where appropriate,
so that the results are largely harmonized and automotive OEMs do not have to deal with fundamental
differences and can work towards compliance with all the relevant documents.

Published Standards

• IEC 61980-1:2020, Ed. 2.0, Electric vehicle wireless power transfer (WPT) systems - Part 1:
General requirements (2020-11-19)
• IEC 61980-3:2022, Ed 1.0, Electric vehicle wireless power transfer (WPT) systems - Part 3:
Specific requirements for magnetic field wireless power transfer systems (2022-11-23)
• ISO 19363:2020, Electrically propelled road vehicles — Magnetic field wireless power transfer —
Safety and interoperability requirements (2020-04)
• SAE J2954_202208, Wireless Power Transfer for Light-Duty Plug-in/Electric Vehicles and
Alignment Methodology (2022-08-26)
• SAE J2954/2_202212, Wireless Power Transfer for Heavy-Duty Electric Vehicles (2022-12-16)
This information report covers Static wireless charging and has some Dynamic wireless charging
information as well.
• UL 2750 (Ed. 2), UL LLC Outline of Investigation for Wireless Power Transfer Equipment for
Electric Vehicles

In-Development Standards

• IEC 61980-3:2022, Ed 1.0, Electric vehicle wireless power transfer (WPT) systems - Part 3:
Specific requirements for magnetic field wireless power transfer systems (2022-11-23) is being
updated to add requirements for systems up to 22 kVA input power and is considering
requirements for bi-directional power transfer and flush and buried ground coils.

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 • IEC 61980-4 ED1, Interoperability and safety of high-power wireless power transfer (H-WPT) for
electric vehicles is under early stages of development, with first publication in December of
2024. IEC 61980-4 will cover power levels up to 500 KW input.
• ISO/AWI 5474-4, Electrically propelled road vehicles — Functional requirements and safety
requirements for power transfer — Part 4: Magnetic field wireless power transfer — Safety and
interoperability requirements (ISO TC22/SC37/WG5). This is based on ISO 19363 but will go
further. It will supersede ISO 19363 and ISO 6469-3 when published.
• SAE J2954_202208, Wireless Power Transfer for Light-Duty Plug-in/Electric Vehicles and
Alignment Methodology (2022-08-26) is being updated to add requirements for systems up to
22 kVA input power and is considering requirements for bi-directional power transfer and flush
and buried ground coils.

It should be noted that in the case of static low power (UL 2750 Ed.1, SAE J2954, IEC 61980-2, IEC 61980-
3, ISO 19363, and perhaps portions of IEC 61980-4), there is an expectation of interoperability at an
acceptable level of power transfer and efficiency (described in the documents) across all vehicles and
systems covered. However, the standards listed do not provide a roadmap for interoperability across
low-power and high-power devices.

For high power/heavy-duty, a concept of Application Class is added (e.g., bus routes vs. highway tractors
(that pull trailers) vs. refrigerator trailers), and interoperability is primarily targeted within the
application class. In effect, IEC 61980-3 and ISO 19363, which were designed to work together, make up
an application class that might be called "light-duty vehicles."

None of the above include the Chinese GB standards. There are some similarities to the SAE and ISO/IEC
documents as well as some differences. Full harmonization seems to be unlikely, so there is probably
not going to be “one solution” worldwide.

Gap C2: Static Wireless Charging. Standards for heavy-duty/high power static wireless charging are still
in development.

R&D Needed: No

Recommendation: Complete work on SAE J2954/2 and other in-development standards to deal with
heavy-duty/high power static wireless charging.

Priority: High

Organization(s): SAE, UL, IEC/TC 69, ISO TC22/SC37

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 78 of 170
3.1.3.2. Dynamic Wireless Power Transfer

According to the Office of Energy Efficiency & Renewable Energy (EERE) Vehicle Technologies Office 29 ,
high-power dynamic wireless power transfer (dWPT) technologies enable electric vehicles (EVs) to be
charged as they are driven at highway speeds. These technologies hold significant potential to bolster
consumer confidence and reduce onboard EV energy storage requirements. This capability will
especially benefit medium- and heavy-duty applications. However, lab-developed, high-power dWPT
technologies have not yet been tested under real-world road conditions to understand the practical
installation, operation, performance, and maintenance challenges to deployment. In practice, a lack of
practical and verified methods of integrating dWPT hardware into different types of roadways without
compromising performance and safety and comprehensive data on performance impacts under rigorous
operating conditions will need to be addressed to better understand key system and component-level
challenges.

Published Standards

• SAE J2954/2_202212, Wireless Power Transfer for Heavy-Duty Electric Vehicles (2022-12-16)
This information report contains some information about dynamic, but dynamic will be handled
within SAE J2954/3.

In-Development Standards

• IEC 63243 ED1, (will be renumbered as IEC 61980-5 after issuance of the first CD)
Interoperability and safety of dynamic wireless power transfer (WPT) for electric vehicles is
anticipated to be published in December 2024.
• ISO/AWI 5474-6, Electrically propelled road vehicles — Interoperability and safety of dynamic
wireless power transfer (D-WPT) for electric
• SAE Hybrid - EV Committee is developing J2954/3, a recommended practice for light-duty and
heavy-duty dynamic wireless power transfer.

Gap C3: Dynamic Wireless Charging Interoperability. Standards for dynamic wireless charging
interoperability are still needed. Both light-duty and heavy-duty EVs should be able to use the same
ground-based transmitter system.

R&D Needed: Yes. Testing, data collection.

Recommendation: Develop standards to address dynamic wireless charging interoperability.

Priority: Low

29Electric Vehicles at Scale Consortium, Office of Energy Efficiency & Renewable Energy, “Dynamic Wireless Power
Transfer,” Accessed February 22, 2023 https://www.energy.gov/eere/vehicles/electric-vehicles-scale-consortium-
dynamic-wireless-power-transfer

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 79 of 170
Organization(s): SAE, IEC/TC 69, ISO TC22/SC37

Gap C4: EMC and EMF Measurements of Dynamic Wireless Power Transfer (WPT). There are paths for
obtaining the necessary EMC approvals before systems can be deployed for static WPT. Methods and
procedures for conductive charging are needed for dynamic WPT. R&D investigations have to be
undertaken to determine practical methods and procedures for determining reproduceable EMC and
EMF measurements so that documents can be developed and accepted by the relevant regulatory
agencies. This will have to be needed before development and demonstration installations of dynamic
WPT will be allowed.

R&D Needed: Yes. Additional data collection and experimentation of the methods will need to happen
before a documented procedure will be generated and accepted by industry and regulatory agencies.

Recommendation: Develop standards to address dynamic wireless power transfer, similar to parts of
ANSI C63.30 which includes this topic for static WPT.

Priority: Medium

Organization(s): SAE, IEC/TC 69, ISO TC22/SC37

3.1.3.3. Communications in Support of Wireless Power Transfer

Standards activities for communications to support both static and dynamic WPT are underway
including efforts within SAE, ISO, and IEC to harmonize requirements.

Published Standards

• IEC 61980-2:2023, Ed. 1.0, Electric vehicle wireless power transfer (WPT) systems - Part 2:
Specific requirements for MF-WPT system communication and activities (2023-05-03) applies to
static wireless charging.
• ISO 15118-2:2014 Road vehicles — Vehicle-to-Grid Communication Interface — Part 2: Network
and application protocol requirements (reapproved in 2020)
• ISO 15118-8:2020, Ed. 2.0, Road vehicles - Vehicle to grid communication interface - Part 8:
Physical layer and data link layer requirements for wireless communication (2020-09)
• ISO 15118-9:2022, Ed. 1.0 Road vehicles - Vehicle to grid communication interface - Part 9:
Physical and data link layer conformance test for wireless communication (2022-11)
• ISO 15118-20:2022, Road vehicles — Vehicle to grid communication interface — Part 20: 2nd
generation network layer and application layer requirements (2022-04)
• SAE J2836/6_202104, Use Cases for Wireless Charging Communication for Plug-in Electric
Vehicles (2021-04-09) applies to static PWT.
• SAE J2847/6_202009, Communication for Wireless Power Transfer Between Light-Duty Plug-in
Electric Vehicles and Wireless EV Charging Stations (2020-09-29) applies to static WPT.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 80 of 170
 • SAE J2931/6_202208, Signaling Communication for Wirelessly Charged Electric Vehicles (2022-
08-26)

In-Development Standards
• IEC 61980-2:2023 will revised to support updates to IEC 61980-3 Edition 2.
• IEC 63381,ED1, Communication requirements of dynamic wireless power transfer (D-WPT) for
electric vehicles is in early stages of development with a first publication date of December
2024. It will be renumbered as IEC 61980-6 after issuance of the first CD.
• ISO/DIS 15118-2 Road vehicles — Vehicle-to-grid communication interface — Part 2: Network
and application protocol requirements is a revision to ISO 15118-2:2014.

Gap C5: Communications in Support of Wireless Power Transfer. The following issues need to be
addressed:

• ISO 15118-series – resolution of conflicting requirements in ISO 15118-2 and/or ISO 15118-20 and
publication in order to include static WPT
• SAE J2847/6 needs to be updated and harmonized with ISO 15118-2and/or ISO 15118-20 so that
there are uniform communication requirements for WPT

R&D Needed: TBD

Recommendation: Complete work on communication standards in development for static and dynamic
wireless charging.

Priority: Low

Organization(s): SAE, ISO, IEC

3.1.4. Automated Power Transfer

Automated connection devices are intended to be used in conjunction the other chargers. It is a physical
interface to the vehicle. Many vehicles have both mechanical and automated device capabilities.

Published Standards

• SAE J3105, Electric Vehicle Power Transfer System Using Conductive Automated Connection
Devices (2023-05-05)
• SAE J3105/1, Electric Vehicle Power Transfer System Using Conductive Automated Connection
Devices Infrastructure-Mounted Pantograph (Cross-Rail) Connection (2023-05-05)
• SAE J3105/2, Electric Vehicle Power Transfer System Using Conductive Automated Connection
Devices Vehicle-Mounted Pantograph (Bus-Up) Connection (2023-05-05)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 81 of 170
 • SAE J3105/3, Electric Vehicle Power Transfer System Using Conductive Automated Connection
Devices Enclosed Pin and Socket Connection (2020-01-20)

In-Development Standards

• SAE J3271/3, Megawatt Charging, Cables, Cooling, Cord Handling and Automated Power
Transfer Specifications is being developed by the SAE Hybrid-EV Committee. SAE WIP J3271 is
intended to be broken into five different parts. Part 3 will address automated power transfer.

No gaps have been identified at this time with respect to this issue.

3.2. Station / Site Architecture

Electric vehicle charging stations and respective site architectures will have some unique considerations,
different from what a fueling station would require for example. Traditional fueling stations are also
retrofitting their sites to include EV charging. With regard to location of the EV and the EVSE, NFPA 30A
will incorporate requirements to accommodate these modifications, whereas charging capacity
determinations may rely on the National Electric Code (NEC), published by NFPA. Several factors will
need to be considered, including broad installation requirements and specific charging scenarios
anticipated, as described in 3.2.1 and 3.2.2. For example, consideration for increased vehicle weight
should also be given to the structural integrity and weight capacity of a charging station if located on an
elevated parking deck.

3.2.1. General Infrastructure Installation Considerations

Installing electric vehicle infrastructure can be a unique challenge for communities. Appropriate codes
and standards to guide infrastructure installation will enable safe and effective deployment. Several key
areas described in this section must be addressed to streamline and more effectively deploy EV
infrastructure including:

• site assessment / power capacity assessment

• charging station permitting
• electrical inspections
• environmental and use conditions
• ventilation – multiple charging vehicles
• cable management
• labeling of EVSE and load management disconnects for emergency situations
• EV charging – signage and parking
• physical security of EVSE
• accessibility for persons with disabilities to EVSE

The following published standards provide guidance for installation of EVSE:

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 82 of 170
 • NECA 413-2019, Standard for Installing and Maintaining Electric Vehicle Supply Equipment
(EVSE). This standard describes the procedures for installing and maintaining AC Level 1, AC
Level 2 and fast charging DC EVSE. It includes a review of the various types of EVSE and
applicable rules in the NEC as well as applicable installation guidelines and checklists to assist
contractors, installers and inspectors.
• NECA 416-2016, Recommended Practice for Installing Energy Storage Systems (ESS). This
standard describes general and electrical installation requirements, battery systems safety,
installation, cleaning, start-up and commissioning as well as smart charger V2G application
considerations.

3.2.1.1. Site Assessment / Power Capacity Assessment

Electric vehicle supply equipment (EVSE) for vehicle charging places an additional demand on the
electrical system where the capacity to supply the load must be verified and provided. A site assessment
is typically performed by an electrical contractor to verify capacity and ensure the existing service or
system will not be overloaded.

The National Electrical Code® (NEC®) provides minimum requirements for performing site assessments,
specifically NEC® Articles 210, 215, 220, and 750 contain rules that relate to calculations and loading of
services, feeders, and branch circuits in all occupancies. AC Level 1 and AC Level 2 EVSE are considered
continuous loads with the maximum current expected to continue for 3 hours or more. If an automatic
load management system is used, the maximum electric vehicle supply equipment load on a service or
feeder shall be the maximum load permitted by the automatic load management system. If there is no
load management, then they must be sized for 125% of the maximum current. Fast-charging EV supply
equipment operates for less than three hours but is calculated at 125% of the nameplate current rating.
Section 625.41 of the NEC® contains additional provisions related to the load calculations for EVSE.

In conducting a site/power capacity assessment for existing facilities (residential, commercial, and
industrial), the following, among other things, needs to occur:

• Conduct site visit;

• Inventory electrical equipment;
• Interview the facility occupants to determine the cyclical daily and seasonal loading of the
facility in order to project total capacity (existing and new capacity loading);
• When available, review a minimum of 12 months of electric utility bills to determine the
maximum demand for incorporation into load calculations; and
• Verify by calculation the existing loads on the service or system. For commercial installations,
consideration for future expansion and multiple EVSE should be included in load calculations.
Involve electrical utility planners early in the process when planning EVSE for fleet applications.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 83 of 170
Site Assessment Verifies Locations and Other NEC® Requirements

A site assessment is required to verify acceptable location(s) of the EVSE and requirements to conform
with the NEC® and other applicable codes such as the International Residential Code® for One- and Two-
Family Dwellings (IRC®), International Building Code® (IBC®), Americans with Disabilities Act (ADA)
requirements (ICC/ANSI A117), and other state or local zoning regulations.

Section 406.2.7 of the 2021 IBC® provides that EV charging systems must be installed in accordance with
the NEC®, that EV charging system equipment must be listed and labeled in accordance with UL 2202,
that EVSE must be listed and labeled in accordance with UL 2594, and that accessibility to EV charging
stations must be provided in accordance with IBC® Section 1107. 30

Local codes and regulations may be more restrictive than national codes and must be verified with the
applicable jurisdiction. This can be determined during the permitting process for installation.

Other NEC® Rules and Installation Standards

The NEC® also provides the minimum requirements for service equipment, overcurrent protection,
grounding and bonding, appropriate wiring methods, and locations or occupancy types that are often
determined as part of a site assessment. Branch circuit or feeder wiring method can vary depending on
the EVSE installation location. A National Electrical Installation Standard (NEIS) NECA 413, Standard for
Installing and Maintaining Electric Vehicle Supply Equipment (EVSE), provides site selection, preparation,
pre-installation and inspection guidelines (Section 5 and Annex B) and information about installation of
EVSE in new and existing electrical systems (Section 6). NECA 413 covers the following related to
performing effective site assessments:

Supply Equipment/Charging Power Selection: AC Level 1, AC Level 2, Fast Charging;

• Charging Equipment (Type): Conductive, Inductive, WPT;

• Service or Power Capacity (load on new and existing systems or services);
• Electrical Load Calculations;
• Site Selection and Preparation;
• Sites for Fleet Charging Installations;
• Energy Code Requirements;
• Mechanical Ventilation (where required);
• Electric Utility Interconnection Installation Requirements;
• Utility Interactive EVSE Installation;
• Special Metering or Special Metering Equipment Installation; and
• Load control strategies (Time of Use or Off-Peak charging).

30IBC®, Accessed 3/18/2023 https://codes.iccsafe.org/content/IBC2021P2/chapter-4-special-detailed-

requirements-based-on-occupancy-and-use#IBC2021P2_Ch04_Sec406.2.7

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Some specific installations under the exclusive control of an electric utility are excluded from the scope
of the National Electrical Code® (NEC®) and fall under the scope of ANSI C2, the National Electrical Safety
Code® (NESC®). These are generally locations where the utility-owned installations are on legally
established easements or rights-of-way. The NESC® is a code that is primarily used for generation,
transmission, distribution, and metering of electrical energy. However, the National Electrical Code®
(NEC®) applies to some installations that are owned by electric utilities including utility owned office
buildings and garages. The addition of electric vehicles may necessitate the need for a utility
infrastructure upgrade to achieve an adequate power supply.

The site/power capacity requirements for EVSE connected to an electric service or other power source
are already well covered in the NEC®. The permit process usually captures any issues related to the site
as far as zoning or suitable locations for EVSE.

NEC® Section 625.41 on overcurrent protection continues to address the ratings of electric vehicle
supply equipment and that the load profile is that of a continuous duty load for the purposes of Article
625. Article 625.42 applies to energy management and automatic load management systems. Where an
automatic load management system is used, the maximum load on a feeder or service shall be the
maximum load permitted by the automatic load management system. The significance of this is that an
alternative exists to use automatic load management systems to keep a service or feeder from being
overloaded, rather than have the installation of EVSE force a service upgrade. The concept is similar to
that of recognizing non-coincidental loads connected to the same service or feeder.

Specifically, NEC Section 625.42(A) provides in relevant part: “Where an Energy Management System
(EMS) in accordance with 750.30 provides load management of EVSE, the maximum equipment load on
a service and feeder shall be the maximum load permitted by the EMS. The EMS shall be permitted to be
integral to one piece of equipment or integral to a listed system consisting of more than one piece of
equipment. When one or more pieces of equipment are provided with an integral load management
control, the system shall be marked to indicate this control is provided.”

No gaps have been identified at this time with respect to this issue.

Harmonization Efforts

A harmonization assessment was conducted examining NEC® Article 625, the Canadian Electrical Code,
and IEC 60364 to identify parallel sections which have already been harmonized and those which may
still need to be. In concept, they are similar but they are not fully harmonized.

3.2.1.2. Charging Station Permitting

To enable the widespread acceptance of electric vehicles, it is important that charging station
installations be safe and meet electrical and building code requirements. These requirements help
assure that personal injuries, fires, and other hazards are avoided through proper installations and are

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managed through existing building plan approval and inspection processes. The existing safety system
relies on product safety standards and certification, installation and building codes and standards, and
permits and inspections – all three of which are essential to the safe functioning of the system. See also
section 3.2.1.3 below on Personnel Involved in Installing, Maintaining, and Operating EV Charging
Infrastructure.

Normally the installation of EVSE is governed under a construction permitting process of the applicable
authority having jurisdiction, which could be a state, city, county, town, or other municipality. Often the
local jurisdiction has knowledge of additional permits necessary and advises this during the initial
permitting application process.

Another condition that may necessitate additional permits for installing EVSE is when the equipment is
located in public right-of-ways. In these cases, a state, county, or city may require a right-of-way work
permit and inspection. There may also be right-of-way specifications by the permit-issuing entity.
Airports, train stations, bus stations, and other public transit depots may have specific owner permits
that are required, in addition to the city, county, or state permit required for installation safety.

Residential Permitting: Permitting and inspection of a residential charging station is likely the only time a
jurisdiction has the opportunity to determine that the charging system is correctly installed to ensure
life safety for residents and to minimize fire or other risks to the property. Before approving a residential
installation, jurisdictions may require information on the system being installed, the method of
installation and any standards or product requirements relating to installation. Information on the
licensing or qualifications of the installer may also be required. There may be differences in permitting
requirements for single- and multi-family dwellings depending upon the jurisdiction. 31

The primary purpose of the permitting process is to ensure an installation that is safe from shock and
fire hazards, as well as the potential for physical damage. EVSE installations are a significant continuous
duty load. Older homes may not have the capacity to safely supply the load. Even some more modern
homes with electric heating or air conditioning may be near their capacity limit. The permitting process
involves a review of the plans and an on-site inspection to ensure compliance with the requirements of
the National Electrical Code® (NEC®). The NEC® is widely adopted, and is also referenced in the
International Residential Code® for One- and Two-Family Dwellings (IRC®), published by ICC, that is used
as the basis for regulation of residential buildings in all 50 states, at the state or local level. Provisions
exist in the 2023 NEC® to cover EV charging systems and their installation. The DOE Clean Cities 32

31
Consumers should be aware that some jurisdictions (such as state, county, local) have requirements which
specify what electrical equipment can be sold in their jurisdiction. While there may be inconsistent enforcement of
these regulations through inspections, an insurance company may not cover incidents if the product was not a
listed product.
32 “Clean Cities Coalition Network,” Office of Energy Efficiency & Renewable Energy, U.S. Department of Energy,

https://cleancities.energy.gov/ (Accessed February 23, 2023).

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 86 of 170
program has published information which may be used as a starting point for jurisdictions looking to
establish permitting procedures for EVSE. 33

Commercial/Public Permitting: The permitting and inspection of a commercial or public charging station
has greater potential to impact a larger population than a residential installation, but the jurisdiction will
likely have greater opportunity to monitor the system through common annual building inspections
conducted to assure compliance with the local fire code. As with residential installations, jurisdictions
may require product, installation, and installer information to ensure safety.

The permitting process is also important for nonresidential installations. Capacity of the electrical
system is also a concern in these occupancies, particularly where there are multiple EVSE that may be in
use. Fire and shock hazards are a concern. There is also a higher risk of vehicle damage and the potential
for exposure to other hazards.

The permitting process will verify electrical system capacity and compliance with the requirements of
the NEC®. The NEC® is referenced in the International Building Code® (IBC®), published by ICC, which is
used as the basis for regulation of buildings of four stories or greater in most states, at the state or local
level. As noted, provisions exist in the NEC® to cover EV charging systems and their installation.

There are some ongoing challenges associated with the permitting process. These include: varying costs
of permits by jurisdiction, length of the permitting process, and achieving widespread adoption of the
DOE template (for example, some state laws preclude its use and inspection processes may vary from
the template). These issues continue to be the subject of discussion among affected stakeholders.

Power Export: Power export (delivery of power from the vehicle) is addressed by the NEC Section
90.2(c)6 and Section 625.60. If the EV is connected to the premises wiring, the NEC rules apply. If the EV
is not connected to the premises wiring, and is used for isolated or separate EV power export, the NEC
does not apply. UL 9741 (Ed. 2), UL LLC Outline of Investigation for Electric Vehicle Power Export
Equipment (EVPE) covers any off-board equipment that exports power with batteries. UL 1741
Supplement SC (in development) will address equipment intended to interconnect a vehicle-based
inverter (such as SAE J3072) to the utility. NFPA 855, Standard for the Installation of Stationary Energy
Storage Systems 2023 Edition, section 15.11, describes situations where the EV is being used to provide
temporary power to a dwelling.

Gap C6: Power Export. While permitting for EVSE installation is covered by codes, permitting for the
actual delivery of power from the vehicle (i.e., power export) is not specified in codes. Conformance
with stationary energy storage systems and V2G standards, such as NFPA 855, may be required. SAE
J3072 specifies the need for a permit but does not describe how to comply. There are terms and

33
“Electric Vehicles,” Alternative Fuels Data Center, Office of Energy Efficiency & Renewable Energy,
http://www.afdc.energy.gov/vehicles/electric_deployment.html (Accessed February 23, 2023).

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 87 of 170
conditions for interconnections related to power export. Addressing this gap requires coordination
between utilities, authorities having jurisdiction (AHJs), and code organizations.

R&D Needed: No

Recommendation: Address power export in relevant codes in cases where the NEC does not apply (e.g.,
interconnection agreements). Identify and facilitate integration of energy services to vehicle power
export capabilities.

Priority: Medium

Organization(s): NEMA, IEEE, Code organizations, utilities, AHJs.

Harmonization Efforts

Permitting is a state and local issue and as such does not really lend itself to harmonization.

Conformance Programs

In the U.S., conformance with electrical and building codes relies on three inter-related mechanisms:
applicable installation codes and standards, product safety standards and certifications, and plan
approval and inspection. Each of the three components is considered critical to electrical and building
safety, and the system is compromised if one of the three is missing. While there may be some
variations in policies and procedures among jurisdictions, the three elements described are common to
most jurisdictions and have been largely successful in achieving safe buildings. While checklists can be of
assistance to jurisdictions in helping to assess conformance with common requirements, they should be
considered a starting point so that jurisdictions can address specific or unique concerns in their
inspection regimens.

NIST Handbook 44 Specifications, Tolerances, and Other Technical Requirements for Weighing and
Measuring Devices is a code adopted by states (and enforced at a local level) across the U.S. that
specifies performance requirements for the certification and verification of commercial weighing and
measuring equipment. State and local weights and measures inspectors perform metrological
performance field tests for installed equipment of a certified type, as well as inspections for
conformance to other legal requirements, in order to approve measuring devices for commercial use.
Section 3.40 EVFS Codes is applicable to a commercial EVSE used to refuel a vehicle (road, air, or marine)
when that fuel is sold to the end consumer of that electricity. They are the basis for type evaluation test
criteria and test procedures which are used to determine an electric vehicle fueling system’s compliance
to the code. Type and field test procedures for measuring devices are provided in complementary NIST
publications. The codes contain a comprehensive, uniform set of minimum requirements that are
intended to eliminate from use equipment that gives false readings, or is faulty in construction, not
reasonably permanent in their adjustments or not capable of repeating indications, or that facilitate
fraudulent trade practices. The code requirements provide a means to ensure that the commercial

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device’s design, features, operation, installation, or its use (suitability) results in accurate, valid, and
transparent measurements.

3.2.1.3. Personnel Involved in Installing, Maintaining, and Operating EV Charging

Infrastructure

Section 680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle
charging infrastructure, of the NEVI Final Rule provides in relevant part:

(j) Qualified Technician. States or other direct recipients shall ensure that the workforce installing,
maintaining, and operating chargers has appropriate licenses, certifications, and training to ensure
that the installation and maintenance of chargers is performed safely by a qualified and increasingly
diverse workforce of licensed technicians and other laborers. 34 Further:

(1) Except as provided in paragraph (j)(2) of this section, all electricians installing, operating, or
maintaining EVSE must meet one of the following requirements:

(i) Certification from the EVITP.

(ii) Graduation or a continuing education certificate from a registered apprenticeship program for
electricians that includes charger-specific training and is developed as a part of a national guideline
standard approved by the Department of Labor in consultation with the Department of
Transportation.

(2) For projects requiring more than one electrician, at least one electrician must meet the
requirements above, and at least one electrician must be enrolled in an electrical registered
apprenticeship program.

(3) All other onsite, non-electrical workers directly involved in the installation, operation, and
maintenance of chargers must have graduated from a registered apprenticeship program or have
appropriate licenses, certifications, and training as required by the State.

Below is additional information about organizations and key documents relevant to this topic.

National Fire Protection Association (NFPA)

The National Fire Protection Association (NFPA) has published important documents related to electrical
inspections and professional qualifications of electrical inspectors. These documents are designated and
titled as follows:

• NFPA 73-2021 Standard for Electrical Inspections for Existing Dwellings

34
https://www.federalregister.gov/d/2023-03500/p-379

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 89 of 170
 • NFPA 78-2020 Guide on Electrical Inspections
• NFPA 1078-2020 Standard for Electrical Inspector Professional Qualifications

These are included in the ANSI EVSP Roadmap of Codes and Standards as they relate to important
processes that are implemented (many by law) in Code adopting jurisdictions in North America. As
growth of the charging infrastructure progresses, the need for consistent conformance assessment
processes increases.

NFPA 73-2021 Standard for Electrical Inspections for Existing Dwellings

It is important to inspect existing buildings into which new EVSE installations will be integrated. NFPA 73
assists users to identify the readiness and appropriateness for EVSE installations. It provides inspectors
guidance including but not limited to the following:

• Examination of install equipment

• Services, outside feeders and branch circuits
• Panelboards and distribution equipment
• Overcurrent protective devices
• Cables, their assemblies and conductors
• Boxes and enclosures
• Appliances and special equipment

This document provides criteria to identify hazardous conditions and evaluate safety of installed
electrical systems (e.g., fire, shock, overheating, deterioration, noncompliance) for one-, two-, and
multifamily dwellings.

NFPA 78-2020 Guide on Electrical Inspections

From shocks and burns to fires and explosions, there are myriad hazards arising from the use of
electricity. NFPA 78 offers a complete overview and instruction in cutting-edge electrical inspection best
practices. This vital document for helping to protect people and property is designed to deliver a
systematic framework by which effective electrical inspections can be accomplished.

Intended primarily for use by code enforcing authorities such as public sector employees and insurance
field inspectors, NFPA 78 outlines and describes procedures for administration, plans review, and field
inspection tasks and responsibilities, defined as follows:

• Electrical Inspection Administration: The practice of establishing and managing the electrical
inspection processes or activities
• Plans review: An assessment of construction documents to verify that the design and layout of
electrical systems comply with requirements

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 90 of 170
 • Field inspection: An on-site assessment to confirm that the methods, materials, and equipment
used in the installation and maintenance of electrical systems are compliant with requirements
This document covers minimum criteria to aid in organizing and conducting electrical inspections, which
include administration, plan review, and field inspection for new installations and modifications to
existing installations in accordance with requirements of the authority having jurisdiction.

This guide is designed to help facilitate a systematic working framework or outline by which effective
electrical inspection and electrical plan review can be accomplished. It contains specific procedures for
conducting electrical inspections that have been developed from the NFPA consensus process, which
when used effectively can improve the probability of protecting persons and property from hazards
arising from the use of electricity.

Each electrical inspection has uniqueness and is different from another. This guide is not designed to
encompass all aspects of every electrical installation. Particular characteristics of the installation sites,
such as occupancy use, construction type, structure designs, and other related factors should be
considered as part of the inspection processes.

This guide applies to electrical inspections conducted to verify minimum compliance with applicable
codes and standards and to meet AHJ requirements such as local electrical code rules or local inspection
and plan review administrative procedures.

NFPA 1078-2020 Standard for Electrical Inspector Professional Qualifications

Performing electrical inspections is a responsibility that has a significant impact on public safety. NFPA
1078 was created to improve the quality of electrical inspections by establishing minimum qualifications
of electrical inspectors. Based on the recommendations of NFPA 78, the debut 2020 edition of NFPA
1078 introduces minimum job performance requirements (JPRs) to validate that personnel serving as
electrical inspectors possess the necessary skills and experience.

This document is intended primarily for use by credentialing organizations as the basis for examinations
designed to identify qualified electrical inspectors. Applicants and inspectors-in-training can use the
standard to learn about work expectations, while employers may reference it in creating job
descriptions and identifying proficient candidates.

NFPA 1078 identifies various duties of electrical inspectors, with content covering these areas:

• Electrical inspector administration, plans review, and field inspection qualifications and
requirements
• Referenced publications from NFPA and other sources, including references for extracts in
mandatory sections
• General and NFPA official definitions relating to electrical inspections and inspector
qualifications

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 91 of 170
 • Additional explanatory materials, including explanations and an overview of standards and
concepts of JPRs for electrical inspectors, sample job definitions, and informational references

No gaps have been identified at this time with respect to this issue.

3.2.1.4. Impact of Environmental and Use Conditions on EVSE

EVSE may be affected by a wide variety of conditions. Environmental factors that may affect the safety,
durability, performance or life of the EVSE include ambient temperature, precipitation, humidity,
corrosive agents, and altitude.

Temperature range, including consideration of extremes of hot and cold exposure, may affect the ability
of the EVSE to function in the expected manner. Precipitation or other contaminants such as dust may
degrade the insulation or performance of equipment. Where applicable, the equipment’s ability to
withstand the effects of icing and/or de-icing may be important. High humidity conditions may also
affect equipment insulation or performance. Another consideration is whether the equipment will be
exposed to potentially corrosive agents such as salts, through installation in proximity to bodies of salt
water or through exposure to anti-icing salts applied to roads.

Hazardous or classified locations (i.e., locations that are classified as hazardous because of the type of
material or exposure in that environment) are terms used to identify installations where fire or
explosion hazards may exist because of the presence of flammable or combustible gases or vapors, or
other potential sources or likely causes of fire and/or explosion hazards. These may be relevant to EVs
with respect to the existing presence of such hazards from outside sources (for example, at a fuel
station). Additionally, NFPA 30A, Code for Motor Fuel Dispensing Facilities and Repair Garages is
currently under revision to determine how to address EV charging at fueling stations. Product standards
such as UL 2594 (Ed. 3), Electric Vehicle Supply Equipment, generally anticipate maximum ambient
temperatures of 40C, although higher limits may be declared by manufacturers and validated in the
testing. This is consistent with widespread use of a 40C default ambient threshold for industrial and
similar equipment. Product testing generally includes consideration for lower ambient levels, such as -
30C, for particular test conditions.

Exposure to the elements is generally addressed by established test methods, such as the NEMA 250
Enclosures for Electrical Equipment defines enclosure type designations and related testing.
Environmental considerations, as well as related testing, are also addressed in UL 50E (Ed. 3), Enclosures
for Electrical Equipment, Environmental Considerations.

Exposure to corrosive agents for EV infrastructure equipment is addressed in various ways by product
standards, generally in consideration of the degrading effects of exposure to the elements, anticipated
fumes or solvents, and/or anticipated compounds such as gasoline fuels that may be present in
vehicular locations.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 92 of 170
Use of equipment, including electric vehicle supply equipment, in hazardous (classified) locations is
addressed by well-established requirements. These requirements mitigate the potential fire or explosion
hazards by various strategies to minimize the risk of an electrical circuit from serving as a source of
ignition for the potentially hazardous gases, vapors, or other sources. The established requirements
include numerous product standards relevant to the use of the equipment in particular classified
locations, and installation requirements in Chapter 5 of the National Electrical Code®.

Electric vehicles will be exposed to many of the same hazards as conventionally powered vehicles. The
principal difference is that EVs are a source, as well as a user, of large amounts of electrical energy. EVSE
installation must consider all of the potential environmental and occupancy exposures. Considerations
should be made for bollards or other protective measures. Parking garages may be required to comply
with NFPA 88A, Standard for Parking Structures (updated in 2023), or with Section 406 of the
International Building Code® (IBC®), Motor Vehicle Related Occupancies. Which code or standard applies
depends on which code or standard the particular jurisdiction has adopted.

Another example is that EVs are likely to use automotive service stations. Parts of these stations are
considered to be hazardous locations in accordance with Article 514 of the National Electrical Code®,
and Section 307 of the International Building Code® (IBC®). Exposure to this type of hazard will require
the compliance with additional requirements in Articles 500, 501, and 514 of the NEC® to ensure that
EVSE does not become an explosion hazard.

Other applicable hazards also need to be considered. Location of the EVSE installation away from
hazards is the primary means to minimize risk.

3.2.1.5. Ventilation – Multiple Charging Vehicles

During normal operations, there is not a major concern with ventilation associated with EV charging.
Ventilation concerns arise if charging stations are installed in enclosed areas such as parking garages
located in or under older commercial buildings or multi-family residential dwellings, where many
vehicles are charging at the same time. In such cases, there exists the possibility of heat generation and
fire risk during charging operations, both of which may affect ventilation standards or codes. See section
3.2.2.1 on Residential Charging. Vehicle charging locations may be designated in, or only permitted for,
ventilated areas of enclosed buildings.

NEC® Code Provisions Section 625.52 of the NEC 2023 specifies ventilation requirements for charging an
EV in an indoor, enclosed space.

(A) Ventilation Not Required. Where electric vehicle storage batteries are used or where the
equipment is listed for charging electric vehicles indoors without ventilation, mechanical ventilation
shall not be required.

(B) Ventilation Required. Where the equipment is listed for charging electric vehicles that require
ventilation for indoor charging, mechanical ventilation, such as a fan, shall be provided. The

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 93 of 170
 ventilation shall include both supply and exhaust equipment and shall be permanently installed and
located to intake from, and vent directly to, the outdoors. Positive-pressure ventilation systems shall
be permitted only in vehicle charging buildings or areas that have been specifically designed and
approved for that application.

It goes on to specify the requirements for mechanical ventilation.

Conformance Programs

Most jurisdictions currently issue permits and inspect parking garages through building code
enforcement permitting and inspection processes that are well-established and well understood. No
gaps have been identified at this time with respect to this issue.

3.2.1.6. Cable Management

Cord connected EVSE poses several challenges with regard to safety and theft especially within the
public arena. Safety aspects include possible tripping hazards and concerns about vehicle drive-aways
while still plugged in. Copper cables within EVSE offer tempting theft opportunities with resulting safety
implications.

EVSE standards, including ANSI/UL 2251 (Ed. 4), Plugs, Receptacles and Couplers for Electric Vehicles,
and the National Electrical Code®, contain requirements for breakaway protection of cables.

Safety standard ANSI/UL 355 (Ed. 10), Cord Reels, covers cord reels for general use, as well as special-
use cord reels intended to be mounted on or in electrical utilization equipment such as appliances or
similar equipment.

Security of EVSE cables, including means to discourage theft of copper cables from EVSE, is not
specifically addressed at this time. Attempted theft of EVSE cables may also lead to potential safety
hazards.

A definition of the term Cable Management System is found in the NEC® Article 100 on Definitions as
follows:

Cable Management System. An apparatus designed to control and organize lengths of cable or cord.

The term cable management system, which is used in Section 625.17(C), generally limits the usable
cable length to 7.5 m (25 feet). If a cable management system is part of listed electric vehicle supply
equipment, longer output lengths are permitted and are governed under the listing of the EVSE.

A related provision in NEC® Section 625.50 provides height limitations for storing the means of coupling,
unless specifically listed and marked for the location. For indoor locations it shall be stored at a height of
not less than 450 mm (18 inches) above the floor level and for outdoor locations at a height of not less

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 94 of 170
than 600 mm (24 inches) above the grade level. This requirement does not apply to portable EVSE
constructed in accordance with 625.44(A).

Two definitions in NEC® Article 100 differentiate what constitutes an output cable to the electric vehicle
from a power supply cord for the electric vehicle supply equipment. Below are the two definitions:

Output Cable to the Electric Vehicle. An assembly consisting of a length of flexible EV cable and an
electric vehicle connector (supplying power to the electric vehicle).

Power-Supply Cord. An assembly consisting of an attachment plug and a length of flexible cord
connected to utilization equipment.

Requirements for the output cable and power supply cord are found in NEC Section 625.17.

NIST HB 44, UR.1.2 Connection Cord-Length, provides that an adequate means for cord management
shall be in use when the cord exceeds 25 ft in length. HB 44 sections 1.10 General, 3.40 Electric Vehicle
Fueling Systems and 5.55 Timing Devices (for time metering) are applicable. NIST HB 44 Section 3.40
requires that a cord’s design or modification does not permit diversion of the delivery of electrical
energy to the EV. An automatic means must be in place in the system to prevent a reversal of flow or
account for the electrical energy where said flow would result in an error in excess of that permissible
for the system in the delivery of electrical energy. The EVSE shall also terminate the transaction in the
event of an unauthorized disconnection of the cord.

Gap C7: Cable management. Functional management of EV cables in public parking spaces is not
specifically addressed by codes or standards.

R&D Needed: No

Recommendation: Guidelines or standards relating to EVSE cable management in public parking spaces
and how it is documented should be developed.

Priority: Medium

Organization(s): UL, NEMA, NFPA, NIST, DOJ

3.2.1.7. Labeling of EVSE and Load Management Disconnects for Emergency Situations

General safety labeling of EVSE is important to protect those operating the equipment. In addition,
during emergencies involving EVs that are connected to charging stations, either in public or private
locations, emergency responders need to understand how to shut down and disconnect the equipment.
Labeling, especially graphics, would aid in quickly identifying devices and disconnect locations.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 95 of 170
General safety labeling of residential/commercial/public EVSE is covered under UL 2594 and UL 2202.
However, the standards do not specifically address disconnecting the devices in emergency situations
when a vehicle is connected to the EVSE and where a load management system is involved.

Under NEC Section 625.43, if the disconnecting means is installed remote from the equipment, a plaque
shall be installed on the equipment denoting the location of the disconnecting means.

No standards gap has been identified with respect to this issue. See also section 2.2.3. Electric Vehicle
Emergency Response.

3.2.1.8. EV Charging – Signage and Parking

Consistent and abundant public signage regarding the availability of electric vehicle charging facilities
will enable current EV drivers to easily recharge their vehicles. The prevalence of such signage may also
serve as an incentive that will help to attract new buyers to the EV market.

In order to accommodate increased numbers of electric vehicles in urban settings, considerations are
needed with regard to facilities’ charging and parking provisions. As parking requirements are
sometimes established by standards, codes, and/or regulations for various building types, insights for
EVs may be gleaned therein and potentially incorporated as part of revised versions. Traditionally
determined locally, enforcement of parking space use is more complex, involving considerations of
whether parking is for electric vehicles generally or only for charging and, if so, for what duration.

Public Signage

The Manual on Uniform Traffic Control Devices (MUTCD) for Streets and Highways contains federal
regulations that govern the design and usage of traffic control devices. These are minimum standards
for use which means that states and local agencies can establish standards above the MUTCD
minimums. The most current version is the MUTCD 2009 Edition with Revision Numbers 1, 2, and 3,
dated July 2022. In April 2011, the U.S. Department of Transportation (DOT) Federal Highway
Administration (FHWA) issued an interim approval for the optional use of a General Service symbol sign
that provides road users direction to electric vehicle charging facilities that are open to the public. 35 The
FHWA is in the process of updating the MUTCD. In December 2020, a Notice of Proposed Amendments
(NPA) to issue a new edition of the MUTCD was published in the Federal Register for public comment. 36
FHWA proposes a new Guidance statement to incorporate provisions for Electric Vehicle parking. The
proposed language is based on FHWA's Memorandum on Regulatory Signs for Electric Vehicle Charging

35
Federal Highway Administration (FHWA), Manual on Uniform Traffic Control Devices (MUTCD), “Interim
Approval for Optional Use of an Alternative Electric Vehicle Charging General Service Symbol Sign (IA-13),”
Accessed 2/14/2023 http://mutcd.fhwa.dot.gov/resources/interim_approval/ia13/
36 FHWA, “National Standards for Traffic Control Devices; the Manual on Uniform Traffic Control Devices for

Streets and Highways; Revision,” 85 FR 80898, December 14, 2020, Accessed 2/14/2023
https://www.federalregister.gov/documents/2020/12/14/2020-26789/national-standards-for-traffic-control-
devices-the-manual-on-uniform-traffic-control-devices-for

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and Parking Facilities. 37 The Infrastructure Investment and Jobs Act directs DOT to update the MUTCD by
no later than May 15, 2023, and at least every four years thereafter. 38

Section 680.110, Traffic control devices or on-premises signs acquired, installed, or operated, of the
NEVI Final Rule provides in relevant part:

(a) Manual on Uniform Traffic Control Devices for Streets and Highways. All traffic control devices
must comply with part 655 of this subchapter. 39

(b) On-Premises Signs. On-property or on-premise advertising signs must comply with part 750 of
this chapter.

NIST HB 130 Uniform Laws and Regulations in the Areas of Legal Metrology and Fuel Quality Part IV B
Section 2.34.4 Street Sign Prices and Other Advertisements addresses electrical energy unit price
information when presented on street signs or in advertising other than on the EVSE. The electrical
energy unit price shall be presented in terms of price per kilowatt-hour (kWh) and the terms in the case
where electrical energy is unlimited or free of charge. The terms and conditions that will determine each
unit price in cases where more than one electrical energy unit price may apply over the duration of a
single transaction in sales to the general public shall be conspicuously displayed or posted. Where fees
will be assessed for other services in direct connection with the fueling of the vehicle, such as fees based
on time measurement and/or a fixed fee, the additional fees shall be included on all street signs or other
advertising.

NIST HB 44 Section 5.55 applies to EVSEs (equipped with an integral time-based feature) used to assess
charges for time-based services in addition to those charged for electrical energy. The system shall issue
a recorded representation itemizing the charges. In the event of a power loss, the information needed
to complete any transaction in progress at the time of the power loss shall be determinable through
specified means or the transaction shall be terminated without any charge for the electrical energy
transfer to the vehicle or charging may resume when the EVSE is connected to the same vehicle before
and after the power outage. In parking areas where vehicles are left for extended periods, the
information needed to complete any transaction in progress at the time of the power loss shall be
determinable through a specified means for at least eight hours. In either case, there must be a clear
indication on the receipt provided to the customer of the interruption. EVSE memory, or equipment on
the network supporting the EVSE, shall retain the information needed to complete the sale.

No gaps have been identified at this time with respect to this issue.

37 FHWA, MUTCD, “Regulatory Signs for Electric Vehicle Charging and Parking Facilities,” Accessed 2/14/2023
https://mutcd.fhwa.dot.gov/resources/policy/rsevcpfmemo/
38 FHWA, MUTCD, Status of Rulemaking for the Eleventh Edition of the MUTCD, March 2, 2022, Accessed

2/14/2023 https://mutcd.fhwa.dot.gov/mutcd11status.htm
39 https://www.federalregister.gov/d/2023-03500/p-398

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 97 of 170
Parking Space Allocation

The 2021 International Green Construction Code® (IgCC®), section 501.3.7.3, has a provision requiring
electric vehicle charging spaces. 40 The state of California has a law 41 that governs electric vehicle
charging station parking. See also the discussion below on accessibility for persons with disabilities to
EVSE.

No gaps have been identified at this time with respect to this issue.

Harmonization Efforts

As urban planning is a localized activity, harmonization is generally not a relevant issue.

Conformance Programs

Most jurisdictions in the United States regulate parking issues at the local level without reference to
national standards. This is accomplished through ordinances and accompanying regulations including
various means of enforcement (mechanical and electronic), as well as civil and criminal requirements
and penalties. No gaps have been identified at this time.

3.2.1.9. Physical Security of EVSE

Physical security of EVSE is an important issue. Appropriate guarding of EVSE will enhance protection for
users, facilitate safe charging experiences, and lower risks in situations of vehicular collisions.

Section 680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle
charging infrastructure, of the NEVI Final Rule provides in relevant part:

(h) Security. States or other direct recipients must implement physical and cybersecurity strategies
consistent with their respective State EV Infrastructure Deployment Plans to ensure charging station
operations protect consumer data and protect against the risk of harm to, or disruption of, charging
infrastructure and the grid. 42

(1) Physical security strategies may include topics such as lighting; siting and station design to ensure
visibility from onlookers; driver and vehicle safety; video surveillance; emergency call boxes; fire
prevention; charger locks; and strategies to prevent tampering and illegal surveillance of payment
devices.

40 International Code Council, IgCC®, Accessed 2/14/2023 https://codes.iccsafe.org/content/IGCC2021P2/chapter-

5-site-sustainability#IGCC2021P2_Ch05_Sec501.3.7
41
Open States “AB 1100 – California Assembly (20192020)” CA AB 100, Electric vehicles: parking requirements.
Accessed 5/3/2023 https://openstates.org/ca/bills/20192020/AB1100/
42 https://www.federalregister.gov/d/2023-03500/p-375

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 98 of 170
In general, available information with regard to guarding of EVSE is limited. Section 110 of the (NEC®)
addresses protection of electrical equipment generally. In addition, NFPA 730, Guide to Premises
Security (approved in 2023), addresses security in all occupancies from residential dwellings to large
industrial complexes. Provisions describe construction, protection, and occupancy features and practices
intended to reduce security risks to life and property. Annex E is an informative annex which discusses
the placement/design of barriers, bollards, and other security features. Another issue is when to design
for physical protection as opposed to designing for a breakaway scenario if a vehicle from a nearby
roadway collides with the EVSE. See also Gap S8: EVSE Cyber-physical Vulnerabilities in chapter 5.

3.2.1.10. Accessibility for Persons with Disabilities to EVSE

Design and location considerations for EVSE must also take into account accessibility requirements in
design standards, building codes, as well as state and federal accessibility regulations including the
Americans with Disabilities Act and the Fair Housing Act.

Section 680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle
charging infrastructure, of the NEVI Final Rule provides in relevant part:

(e) Availability. Charging stations located along and designed to serve users of designated
Alternative Fuel Corridors must be available for use and sited at locations physically accessible to the
public 24 hours per day, 7 days per week, year-round. Charging stations not located along or not
designed to serve users of designated Alternative Fuel Corridors must be available for use and
accessible to the public at least as frequently as the business operating hours of the site host. This
section does not prohibit isolated or temporary interruptions in service or access because of
maintenance or repairs or due to the exclusions outlined in § 680.116(b)(3). 43

(f) Payment Methods. Unless charging is permanently provided free of charge to customers,
charging stations must:

(1) Provide for secure payment methods, accessible to persons with disabilities, which at a minimum
shall include a contactless payment method that accepts major debit and credit cards, and either an
automated toll-free phone number or a short message/messaging system (SMS) that provides the
EV charging customer with the option to initiate a charging session and submit payment;

(2) Not require a membership for use;

(3) Not delay, limit, or curtail power flow to vehicles on the basis of payment method or
membership; and

43
https://www.federalregister.gov/d/2023-03500/p-368

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 99 of 170
 (4) Provide access for users that are limited English proficient and accessibility for people with
disabilities. Automated toll-free phone numbers and SMS payment options must clearly identify
payment access for these populations.

and

(k) Customer Service. States or other direct recipients must ensure that EV charging customers have
mechanisms to report outages, malfunctions, and other issues with charging infrastructure.
Charging station operators must enable access to accessible platforms that provide multilingual
services. States or other direct recipients must comply with the American with Disabilities Act of
1990 requirements and multilingual access when creating reporting mechanisms. 44

In addition, section 680.118, Other Federal requirements, of the NEVI Final Rule provides in relevant
part that:

(c) The American with Disabilities Act of 1990 (ADA), and implementing regulations, apply to EV
charging stations by prohibiting discrimination on the basis of disability by public and private
entities. EV charging stations must comply with applicable accessibility standards adopted by the
Department of Transportation into its ADA regulations (49 CFR part 37) in 2006, and adopted by the
Department of Justice into its ADA regulations (28 CFR parts 35 and 36) in 2010. 45

The U.S. Access Board, an independent federal agency that issues accessibility guidelines under
the Americans with Disabilities Act (ADA), Architectural Barriers Act (ABA), Rehabilitation Act of 1973,
and other laws, has provided a technical assistance document “Design Recommendations for Accessible
Electric Vehicle Charging Stations” 46 to assist in the design and construction of electric vehicle (EV)
charging stations that are accessible to and usable by people with disabilities. In the Fall 2022 Unified
Agenda and at recent Board Meetings, the Access Board announced that it anticipates a Notice of
Proposed Rulemaking (NPRM) for EVSE towards the end of the summer of 2023. Noting the expected
continuing expansion and use of EV charging stations, the Board noted in relevant part that:

[T]here are no federal regulations specifying accessibility requirements for EV charging stations to
ensure that they are accessible to and useable by persons with disabilities. The Access Board thus
intends to publish a notice of proposed rulemaking to supplement its Accessibility Guidelines under
the Americans with Disabilities Act (ADA) and Architectural Barriers Act (ABA) with scoping and
technical requirements for electric vehicle charging stations. 47

44
https://www.federalregister.gov/d/2023-03500/p-385
45 https://www.federalregister.gov/d/2023-03500/p-465
46 The Access Board, “Design Recommendations for Accessible Electric Vehicle Charging Stations” last updated

7/21/2022, Accessed 3/13/2023 https://www.access-board.gov/tad/ev/

47 The Access Board, “Accessibility Guidelines for Electric Vehicle Charging Stations,” RIN: 3014-AA48, Fall

2022, Accessed 2/13/2023 https://www.reginfo.gov/public/do/eAgendaViewRule?pubId=202210&RIN=3014-AA48

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 100 of 170
The DOE Clean Cities Coalition Network provides best practices for installing ADA-compliant EV charging
stations. 48

In addition, the California Division of the State Architect has developed accessibility requirements for EV
charging, which are part of the California Building Code. 49

The 2021 International Building Code® (IBC®), section 1107, provides that no less than 5% of vehicle
spaces at an EV charging site, and not fewer than one space for each type of EV charging system, shall
be accessible. 50 This is not required for R-2, R-3, and R-4 occupancies.

In terms of standards activity, ICC A117.1—2017 Accessible And Usable Buildings And Facilities, section
502.11, provides requirements that EV charging stations comply with requirements for operable parts
(card readers) and are free of obstructions between the charging station and the adjacent parking
space. 51

As noted, there is some policy activity anticipated. At this time, no codes and standards gap has been
identified.

3.2.2. Specific Installation Considerations for Different Charging Scenarios

3.2.2.1. Residential Charging

Residential charging has been in the field since 2008. This technology is well established for charging
products with a rating of 240 V ac, 32 A or less. Advancements in charging technology that may
implement new functions or use cases, or new methods of transferring power, are being developed, but
that development has been slower than the initial development for residential charging. Today,
residential equipment may be conductive or wireless in nature. There is consideration of DC residential
charging and bi-directional current flow to allow for charging and for power export from the vehicle.
Energy Management Systems have been implemented that allow circuits and systems to perform
rationing and prioritization of EV chargers as part of the home or dwelling infrastructure power
consumption. To drive the adoption of EVs, and to prepare for a resilient grid when more EVs are on the
road, there are developments in building codes and electrical codes to address preparedness.

48
U.S. Department of Energy, Alternative Fuels Data Center, “Installing Electric Vehicle Charging in Compliance
with the Americans with Disabilities Act Requirements,” Accessed 2/14/2023
https://afdc.energy.gov/fuels/electricity_infrastructure_ada_compliance.html
49 State of California, Division of the State Architect, “Electric Vehicle Charging Station Accessibility,” Accessed

2/14/2023 https://www.dgs.ca.gov/DSA/Resources/Page-Content/Resources-List-Folder/Access-Compliance-
Reference-Materials?search=Electric%20Vehicle%20Charging
50 International Code Council, IBC, Accessed 2/14/2023 https://codes.iccsafe.org/content/IBC2021P2/chapter-11-

accessibility#IBC2021P2_Ch11_Sec1107.2
51 International Code Council, A117.1, Accessed 2/14/2023 https://codes.iccsafe.org/content/icca117-

12017P4/chapter-5-general-site-and-building-elements#ICCA117.12017P4_Ch05_Sec502.11

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 101 of 170
The increase in residential charging has also been a driver for discussions around firefighting concerns
related to a large number of EVs charging or parking near or under older apartment buildings that did
not anticipate EVs. Some of these areas are already addressed by existing standards and some of them
are not. Although this is not the area of greatest innovation, it does have some gaps in standardization
that are required to be filled in order to safely adopt new technologies and continue to use existing
technologies in a manner that is safe and user friendly, all while supporting the health of the grid.

Published Standards

Published standards and codes include the following:

• ICC, 2021 International Green Construction Code® (IgCC®)

• ICC, 2021 International Residential Code® (IRC®)
• NECA 413-2019, Standard for Installing and Maintaining Electric Vehicle Supply Equipment
(EVSE)
• NFPA 13, Standard for the Installation of Sprinkler Systems, Current Edition 2022
• NFPA 13R, Standard for the Installation of Sprinkler Systems in Low-Rise Residential
Occupancies, Current Edition 2022
• NFPA 25, Standard for the Inspection, Testing, and Maintenance of Water-Based Fire Protection
Systems, Current Edition 2023
• NFPA 70®, National Electrical Code®, Current Edition 2023 (Article 625)
• NFPA 88A, Standard for Parking Structures, Current Edition 2023
• UL 916 (Ed. 5), Energy Management Systems 1
• UL 1741 (Ed. 3), Inverters, Converters, Controllers and Interconnection System Equipment for
Use with Distributed Energy Resources
• NMX-J-817-ANCE-2022 / CSA C22.2 No. 346 / UL 2202, DC Charging Equipment for Electric
Vehicles 2
• NMX-J-678-ANCE-2017 / CSA C22.2 No. 282-17 / UL 2251, Plugs, Receptacles and Couplers for
Electric Vehicles 2
• NMX-J-677-ANCE-2022 / CSA C22.2 No. 280-22 / UL 2594, Electric Vehicle Supply Equipment2
• UL 2750 (Ed. 1), Wireless Power Transfer Equipment for Electric Vehicles
• UL 9540 (Ed. 2), Energy Storage Systems and Equipment (Ed. 3 anticipated in mid-2023)
• UL 9540A (Ed. 4), Test Method for Evaluating Thermal Runaway Fire Propagation in Battery
Energy Storage Systems and has several revisions proposed however 5th edition date of issuance
is unknown.
• UL 9741 (Ed. 2), / CSA C22.2 No. 348 – Electric Vehicle Power Export Equipment (EVPE)3
• UL 60730-1 (Ed. 5), Automatic Electrical Controls – Part 1: General Requirements 4
• CAN/CSA E60730-1, Automatic Electrical Controls - Part 1: General Requirements 4 (5th Edition)
• SAE J1772, TM Electric Vehicle and Plug-in Hybrid Electric Vehicle Conductive Charge Coupler
(2017-10-13)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 102 of 170
 • SAE J2954_202208, Wireless Power Transfer for Light-Duty Plug-In/Electric Vehicles and
Alignment Methodology (2022-08-26)

Note 1: In addition to the specifics about these residential charging equipment installations, the
NECA standard addresses quality and performance and workmanship issues and goes beyond
minimum safety requirements. It includes valuable information about performing site assessments
to determine required capacity needs in addition to comprehensive inspection and plan review
information to address those processes.

Note 2: Outside of North America, additional standards may apply. These include IEC 62752, IEC
61851-1, and IEC 62196 series for conductive charging and the IEC 61980 series for wireless power
transfer charging.

1 Right now UL 916 points directly to UL 60730-1 for EV Charger Energy Management Systems.

2 These standards are tri-nationally harmonized between the US (UL), Canada (CSA) and Mexico (ANCE).

3This standard will be bi-nationally harmonized between the US (UL) and Canada (CSA) by the time this
roadmap is published.

4This standard is not binational as minor differences exist between US (UL) and Canada (CSA); both are
based on the international IEC 60730-1. Even though the 60730-1 standard does not directly reference
“EV,” it has suitable/potential requirements for EV Charger Energy Management Systems (local and
remote).

In-Development Standards.

• UL 3001 (Ed. 1), Distributed Energy Generation and Storage Systems

Gap C8: Fire protection in relation to EV parking/charging in/near older buildings. Fire propagation of
electric vehicles differs from conventional vehicles. There is potential for explosive gas build up which
can result in an explosion. As mentioned above, there are many conversations around parking and
charging EVs in or near older structures, such as multi-family residences with an indoor or underground
parking lot. If a fire incident was to occur where many EVs are in the same parking area, issues arise such
as whether the building can withstand the intensity of a lithium-ion battery fire and, what that means
for any fire protection equipment that should be installed. Note: This is also a concern for
parking/charging in or near older commercial buildings as well.

R&D Needed: Potentially, yes. Research into building materials that can or cannot withstand a lithium-
ion fire. Fire protection equipment that should be installed and other fire prevention means may also
require research. Note: The 2023 edition of NFPA 88A requires the installation of automatic sprinkler
systems in all parking structures in accordance with NFPA 13 and NFPA 13R as applicable. It also requires
that automatic sprinkler systems be inspected, tested, and maintained in accordance with NFPA 25.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 103 of 170
Recommendation: Develop standards or codes to address the issue of fire protection where EVs are
parked/charging in/near older buildings.

Priority: Medium

Organization(s): International Code Council (ICC), NECA, NEMA, NFPA, and the International Association
of Electrical Inspectors (IAEI) to address code related issues

3.2.2.2. Commercial / Workplace Charging

In January 2023, the U.S. Department of Energy (DOE) published a fact sheet titled “Connecting Electric
Vehicle Charging Infrastructure to Commercial Buildings.” 52 DOE also held a webinar covering this topic
on March 1, 2023. 53 These materials cover, among other things, the different EV charger types, which
are suitable for different building types, and potential building infrastructure upgrades to accommodate
EV charging. For commercial enterprises and short-term charging scenarios, ACL2 or DCFC are generally
the appropriate chargers. It is recommended that “a thorough review of the building’s existing electrical
hardware, power, and energy consumption” be done prior to installing an EV charging station. Relevant
standards to be considered include NEC Article 625 and SAE J1772. Electrical requirements include
dedicated circuitry, correct sizing of components, and sufficient capacity. Other considerations include
installation costs, joining an EV charging network, issues associated with metering and utilities, and
charging equipment ownership options.

During discussions to develop this roadmap, a specific code issue was identified with respect to setbacks
from commercial buildings. This relates to some EV charger manufacturers that are developing fast
chargers that have batteries included in the equipment enclosure. NFPA 855, Standard for the
Installation of Stationary Energy Storage Systems, covers any energy storage system greater than
20kWh. For some of these EVSE coupled with ESS, they are not obtaining the appropriate listing for the
ESS components in accordance with UL9540.

As to the separation distance, the 2021 International Fire Code® (IFC®), section 1207.8.3, 54 and NFPA
855, section 9.5.2.6.1, include the same language:

9.5.2.6.1 Clearance to Exposures.

ESS located outdoors shall be separated by a minimum 10 ft (3 m) from the following exposures:
(1) Lot lines
(2) Public ways

52
Accessed 3/9/2023
https://betterbuildingssolutioncenter.energy.gov/sites/default/files/attachments/Connecting%20Electric%20Vehic
le%20Charging%20Infrastructure%20to%20Commercial%20Buildings.pdf
53 Recording and slides accessed 3/9/2023 https://betterbuildingssolutioncenter.energy.gov/webinars/selecting-

and-connecting-ev-chargers-commercial-buildings
54 IFC, Accessed 3/19/2023 https://codes.iccsafe.org/content/IFC2021P2/chapter-12-energy-

systems#IFC2021P2_Pt03_Ch12_Sec1207

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 104 of 170
 (3) Buildings
(4) Stored combustible materials
(5) Hazardous materials
(6) High-piled stock
(7) Other exposure hazards not associated with electrical grid infrastructure

According to IFC and NFPA 855, 3 meters is an acceptable distance for EVSE coupled with ESS. Both
codes have a few exceptions allowing to less than 3 meters clearance where 1 to 2 hr. fire barriers are
provided, or if results of large-scale fire testing under UL9540A determine that is a safe distance.

No gaps have been identified at this time with respect to this issue.

3.2.2.3. Highway / Corridor Charging

According to the aforementioned DOE fact sheet, DCFC is “most suitable for long-distance interstate EV
travel and for vehicles with high battery storage capacity like electric long-haul trucks and buses charged
at the commercial buildings along highway corridors or truck depots.”

Many of the relevant provisions of the NEVI Final Rule 55 are interspersed throughout this roadmap.
Some though not all additional provisions not covered elsewhere in this roadmap regarding
highway/corridor charging follow. Please refer to the NEVI Final Rule for complete information. The
NEVI Final Rule:

complements the February 10, 2022, NEVI Formula Program Guidance, which encouraged EV
chargers to be spaced a maximum distance of 50 miles apart along designated Alternate Fuel
Corridors (AFCs), by requiring minimum standards for the development of each station to achieve
fully built out status.

Section 680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle
charging infrastructure, of the NEVI Final Rule provides in relevant part:

(e) Availability. Charging stations located along and designed to serve users of designated
Alternative Fuel Corridors must be available for use and sited at locations physically accessible to the
public 24 hours per day, 7 days per week, year-round. Charging stations not located along or not
designed to serve users of designated Alternative Fuel Corridors must be available for use and
accessible to the public at least as frequently as the business operating hours of the site host. This
section does not prohibit isolated or temporary interruptions in service or access because of
maintenance or repairs or due to the exclusions outlined in § 680.116(b)(3). 56

and

55 Accessed 2/26/2023 https://www.fhwa.dot.gov/environment/nevi/resources/ev_charging_min_std_rule_fr.pdf

56
https://www.federalregister.gov/d/2023-03500/p-368

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 105 of 170
 (i) Long-Term Stewardship. States or other direct recipients must ensure that chargers are
maintained in compliance with this part for a period of not less than 5 years from the initial date of
operation. 57

A point of clarification made in the NEVI Final Rule, regarding section 680.106.(b), is that “States would
have additional flexibility to determine the type and location of any additional EV charging infrastructure
after the Secretary of Transportation has certified that the State’s AFCs for EVs are fully built out.” 58

No gaps have been identified at this time with respect to this issue.

57 https://www.federalregister.gov/d/2023-03500/p-378
58
https://www.federalregister.gov/d/2023-03500/p-128

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 106 of 170
4. Grid Integration
4.1. Communications/Controls
The charging of EVs creates both risks and opportunities for service providers and consumers. At a
minimum, consumers want access to a ubiquitous charging infrastructure that enables them to charge
their EVs safely and quickly at the cheapest possible rate and to know what that rate will be, in advance.
Energy Service Providers want to be able to incentivize charging to off-peak hours to improve grid
efficiency and potentially to protect grid assets. In certain regulatory environments and/or grid
situations, utilities want to use EV inverter-based functions for V2G discharging, frequency support, and
voltage support.

Additionally, EVs can provide value-added services such as demand response load control, pricing,
locating and reserving charging stations, reverse energy flow, charge/discharge management, and “EV
as DER” (distributed energy resource) distribution grid support services for further benefits to
consumers and the grid. To advance a truly smart grid that can accommodate EVs, it is necessary that
communication among the various entities involved be enabled to maximize the services offered and
the benefits that EVs can deliver. Put another way, the vehicles, charging network providers and utilities
must be able to interact with one another seamlessly. While standards are a critical part of this, business
models are also needed to support the infrastructure for these interactions.

The first part of this chapter is focused on communications/controls generally between EVs and charging
stations, between charging network providers, and between charging network providers and the grid.
This section is broken down into: communications architecture for EV charging; communications
requirements for various EV charging and grid support scenarios; communication and measurement of
EV energy consumption; and telematics smart grid communications). The second part of this chapter
deals with power distribution/distributed energy resource (DER) integration, and fast charging
stations/microgrids. This includes a discussion of: power (electrical) systems and safety and
communications/controls.

4.1.1. Communications Architecture for EV Charging

The actors and communication methods involved in EV charging may vary, depending on criteria such as
the location of charging; the EV-related infrastructure (communications-capable or not); the type of
charging (AC/DC/wireless); the charging provider (utility, corporation, municipality, EV Services Provider,
or other); and the requirements for authentication, authorization, accounting, and billing of the charging
session.

An actor is an entity that serves as one end point of communications. For example, when an EV
communicates with a charger aka electric vehicle supply equipment (EVSE), the two actors are the EV
and the EVSE. The primary actors involved in EV-related communication are expected to be the: (1) EV,
(2) EV driver / operator, (3) EVSE, (4) Energy Service Provider (ESP), (5) Energy Management System

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 107 of 170
(EMS), (6) Energy Service Interface (ESI), (7) End Use Measurement Device (EUMD), and (8) EV Services
Provider (EVSP) e.g., EV charging network operator. For purposes of this document, these actors are
defined below.

An Energy Service Provider (ESP) is an entity that generates, transmits, and distributes electrical power
(e.g., a utility) though it could also encompass an energy retailer that sells electricity and related services
such as customer service and billing, but is not involved in electrical power generation, transmission and
distribution.

An Energy Management System (EMS) is a logical entity that manages energy consumption in a
home/building/premises. This may be controlled by a consumer (e.g., homeowner, premises owner) or
an Energy Service Provider (e.g., a utility).

An Energy Service Interface (ESI) is defined in IEEE 2030.5-2018, Standard for Smart Energy Profile
Application Protocol, as a “device, with multiple network interfaces, which is a member of both the
home smart energy network and a service provider’s private network. This is the primary mechanism for
the service provider to contribute data and directives into the smart energy network and to receive
responses from smart energy devices.”

An End Use Measurement Device (EUMD) is a revenue-grade meter responsible for directly measuring
energy delivered to an EV. The physical form, location and ownership of the EUMD may be unique for
different applications.

An EV Services Provider (EVSP) aka charging service provider (CSP) is an entity that provides some
services related to EV charging such as a utility, municipality or company. Subcategories include:

• A charging station operator (CSO) aka charge point operator (CPO) that is in charge of the
physical charging station.

• A charging network operator (CNO) aka e-mobility service provider (eMSP) that is in charge of
the transaction between the EV and the charging station operator.

In the U.S. charging network operators typically also are charging station operators, whereas in Europe
there are many more companies that only fulfill the role of one or the other.

EV charging infrastructure is a subset of the electric grid or smart grid. For simplicity, the generation,
transport and distribution parts of the grid can be bundled up and referred to as the utility or Energy
Service Provider (ESP).

Broadly speaking, EV charging infrastructure downstream from the utility may be subdivided into home
(residential) charging, commercial/workplace charging, and public charging.

In all these scenarios, the utility, the EV, and in most cases the EVSE are the constants.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 108 of 170
Home (Residential) Charging

For home charging, the utility may communicate directly with the smart meter(s) installed at the home.
These meters send consumption data to the utility, and the costs can be calculated according to the
tariff schedules. This scenario only requires communication between the smart meter (operated by the
utility) and the utility. This could happen over the Advanced Measuring Infrastructure (AMI) network
deployed by the utility.

In a more advanced scenario, the EV may use the Original Equipment Manufacturer’s (OEM) telematics
network to download demand response (DR) information and tariff rates, and schedule charging
accordingly.

In cases where a jurisdiction (such as a public utilities commission) has mandated that sub-metering be
opened up to third party agents, a sub-meter that resides in the EVSE, EV, or outside of them needs to
communicate its metering data to the third party, and the third party needs to then forward that data
(as-is or in an aggregated format) to the utility.

Home charging communication may use the customer's internet connection, or it may use its own
cellular data connection.

Commercial /Workplace Charging

In scenarios where EVSEs are restricted to authorized access only EVs or EV drivers, then communication
is required for authentication purposes, such as using an RFID card, credit card, QR code, or smartphone
application, etc.

The commercial charging scenario includes entities such as corporations, supermarkets, universities,
hospitals and commercial fleets at depots. A commercial entity may offer different levels of service to
different customers. For instance, a supermarket may provide benefits to customers who charge at their
EVSEs. Hospitals and corporations may restrict EV charging to their employees only, in certain spaces. In
other cases, charging may be allowed for everyone.

The commercial charging scenario could also include multi-dwelling units (MDUs) such as apartment
complexes. If a small number of EVSEs are shared amongst all the EV driving residents of an MDU, then
the MDU operator may want to restrict access to those residents who sign up for a charging plan. Similar
to home charging, MDUs most likely would be using ACL2 charging.

Public Charging

As EVs proliferate, there may be a large number of EV owners who do not have the luxury of charging at
home because they have to park their EVs on the street or they have to travel long distances.

Public charging may require the AAA (Authentication, Authorization and Accounting) function to be able
to bill the appropriate consumer, i.e., the consumer must be unambiguously identified such that the

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 109 of 170
proper service can be provided, and the service (electricity delivered to the EV) must be metered
accurately and securely, so that the consumer can be billed for their EV charging.

Also, since EVSEs are not ubiquitous, there needs to be a means for a driver to locate them, view
information (such as pricing and availability), and possibly reserve their use.

Variety of Use Cases and Bi-lateral Communication

There are many variations for EV communication. These include:

• Multiple application contexts

• Multiple possible coordination approaches
• Multiple phases (authentication, authorization, operation, billing, and more)

These all create differences in which entities are involved and who talks with whom.

For example, in one use case, EV charging is attached to a residence or a small commercial building, with
dynamic prices (e.g., hourly), and with the possibility of dynamic capacity management 59 of the
customer site as a whole. In such case, the grid coordinates with the customer as a unitary entity rather
than with the EV directly and alone. Today, the needed price information can be carried over the Open
Automated Demand Response (OpenADR) protocol, IEEE P2030.5, and CTA-2045.

A list of use cases and the bi-lateral communication involved might include, for example, the following:

• Price communication from grid to EVSE (or EV)

• Price communication from grid to building central device
• Price communication from building central device to EVSE (or EV)
• Dynamic capacity coordination between grid and customer (central entity device)
• Capacity modulation signal from customer central device to EVSE (or EV)

Sample High Level Communications Architecture, Standards, and Protocols

With the aforementioned caveats, below are some graphics and additional context on the ways and
means by which charging can occur and relevant standards and protocols.

59Bruce Nordman, with contributions from Jim Zuber, “Dynamic Capacity Management (DCM), August 2022,
Accessed 2/20/2023
https://docs.google.com/document/d/1yGTTATHXMu1k8gTFH_rDNu7im4wGP7TYV6TIxK5_MOE/edit

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 110 of 170
 Figures above taken from Guidelines for Selecting a Communications Protocol for Vehicle-Grid
Integration (August 2020, pp. 15 & 20). Used with Permission of Smart Electric Power Alliance.

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Typically, there is an entity that manages the energy flow within each location and acts as an interface
between the Energy Service Provider and the various charging locations.

In a home, an Energy Management System (EMS) could act as an analog of a building EMS and control
all the energy loads in the home, including EVs. While the external communication with the Energy
Service Provider uses an Energy Services Interface (ESI), communication between the EMS and the
internal charging infrastructure could take place via a Home Area Network (HAN), though that is rarely
used. Optionally, an EV Services Provider may manage the EV portion of the load, leaving the EMS to
handle the remaining loads such as air-conditioning. Home charging is often managed by customer
phone apps. In such cases, communications use the cellular phone network.

In the case of a commercial/industrial building, an EMS may be the entity managing the energy flow. It
communicates with the ESP via a standard ESI, and with the building's charging infrastructure via some
internal communications mechanism (e.g., BACnet).

For public charging stations, an EV Services Provider manages a network of EVSEs and provides charging
availability to EV drivers. The EVSP communicates with the ESP using a standard protocol such as the
OpenADR 2.0b or the Open Charge Point Protocol (OCPP), and may act as an aggregator, providing a
single communication point with the ESP for all the EVSEs in its purview. Creating a single application
programming interface (API) specific to public charging communication is desirable in order to provide
services such as finding and reserving charging stations and providing information on charging reliability.

Most of the completed and ongoing standardization related to communications for EV charging
infrastructure has taken place within SAE International and the ISO/TC 22/SC 31 – IEC/TC 69 Joint
Working Group (JWG) which developed the ISO 15118 standards (see complete list below). Other
standards such as the Smart Energy Profile 2.0 (SEP 2.0, now IEEE P2030.5), and OpenADR incorporate
EV charging-related communications.

Charging-related communication between the EV and EVSE for conductive charging has been
standardized in SAE J1772TM (and in the IEC 61851 series). This communication is used to signal the
readiness of the EV to accept energy and of the EVSE to supply energy. It also allows the EVSE to signal
the ampacity (maximum allowable current) that the EV should consume. Verification of the connection,
equipment grounding continuity, and proximity detection are also provided.

SAE has undertaken to develop standards for EV communication that go beyond SAE J1772TM and define
communications functions including utility communications, DC charging, reverse power flow,
diagnostics, and wireless charging (see complete list below). These documents have various slash sheets
to keep the functions separated and concise, and yet build on each other depending on the functions
desired. SAE J2836™ includes the use cases and general information for each function. SAE J2847
includes the corresponding slash sheets that use the requirements defined in SAE J2836™ and adds
messages, sequence diagrams, and other details. SAE J2931 includes the communication protocol for
various mediums including power line communication (PLC), telematics, and dedicated short range
communication (DSRC) for use in the messages of J2847. Security is included specifically in J2931/7. SAE

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J2953 identifies the interoperability criteria for the various mediums (PLC, telematics, and DSRC) and
associated communications protocols identified in J2931. SAE J3072 establishes requirements for a grid
support inverter system function integrated into a plug-in electric vehicle (PEV).

The ISO/TC 22/SC 31 – IEC/TC 69 Joint Working Group (JWG) has undertaken to develop EV
communication standards concurrently with SAE. The ISO 15118 EV communications standards are
related to the SAE documents as follows: ISO 15118 part 1 identifies use cases, part 2 network and
application protocol requirements, and part 3 physical and data link communications layers. ISO 15118-1
corresponds to SAE J2836™, while 15118-2 and 15118-3 correspond to various documents under the
SAE J2847 and SAE J2931 series. The full list of ISO/IEC JWG EV communication standards follows below.

Section 680.108, Interoperability of electric vehicle charging infrastructure, of the NEVI Final Rule 60
provides in relevant part:

(a) Charger-to-EV communication. Chargers must conform to ISO 15118-3 and must have
hardware capable of implementing both ISO 15118-2 and ISO 15118-20. By February 28, 2024,
charger software must conform to ISO 15118-2 and be capable of Plug and Charge.
Conformance testing for charger software and hardware should follow ISO 15118-4 and ISO
15118-5, respectively. 61

SAE Hybrid EV Committee Documents

Overarching Documents

Published Standards
• SAE J2836_201807, Instructions for Using Plug-In Electric Vehicle (PEV) Communications,
Interoperability and Security Documents (2018-07-18)

Use Case Documents

Published Standards
• SAE J2836/1_201907, Use Cases for Communication Between Plug-in Vehicles and the Utility
Grid (2019-07-15)
• SAE J2836/2_201109, Use Cases for Communication between Plug-in Vehicles and Off-Board DC
Charger (2011-09-15)
• SAE J2836/3_201701, Use Cases for Plug-In Vehicle Communication as a Distributed Energy
Resource (2017-01-18)

60 Federal Highway Administration, National Electric Vehicle Infrastructure Standards and Requirements, 88 FR
12724, published 2/28/23, effective 3/30/23, accessed 3/5/23
https://www.federalregister.gov/documents/2023/02/28/2023-03500/national-electric-vehicle-infrastructure-
standards-and-requirements.
61 https://www.federalregister.gov/d/2023-03500/p-394

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 • SAE J2836/4_202106, Use Cases for Diagnostic Communication for Plug-in Electric
Vehicles (2021-06-10)
• SAE J2836/5_202112, Use Cases for Customer Communication for Plug-in Electric
Vehicles ( 2021-12-16)
• SAE J2836/6_202104, Use Cases for Wireless Charging Communication for Plug-in Electric
Vehicles (2021-04-09)

In-Development Standards
• SAE J2836/2, Use Cases for Communication between Plug-in Vehicles and Off-Board DC
Charger (2022-11-02)
• SAE J2836/3, Use Cases for Plug-In Vehicle Communication as a Distributed Energy
Resource (2020-01-03)

Signal/Message Documents

Published Standards
• SAE J2847/1_201908, Communication for Smart Charging of Plug-in Electric Vehicles Using
Smart Energy Profile 2.0 (2019-08-20)
• SAE J2847/2_201504, Communication Between Plug-In Vehicles and Off-Board DC
Chargers (2015-04-09)
• SAE J2847/3_202103, Communication for Plug-in Vehicles as a Distributed Energy Source (2021-
03-23)
• SAE J2847/6_202009, Communication for Wireless Power Transfer Between Light-Duty Plug-in
Electric Vehicles and Wireless EV Charging Stations (2020-09-29)

In-Development Standards

• SAE J2847/2, Communication Between Plug-In Vehicles and Off-Board DC Chargers (2020-12-01)
• SAE J2847/3, Communication for Plug-in Vehicles as a Distributed Energy Source (2022-04-19)
• SAE J2847/5, Communication between Plug-in Vehicles and Customers (2022-04-04)
• SAE J2847/6, Communication for Wireless Power Transfer Between Light-Duty Plug-in Electric
Vehicles and Wireless EV Charging Stations (2022-10-09)

Requirements and Protocol Documents

Published Standards

• SAE J2931/1_201412, Digital Communications for Plug-in Electric Vehicles (2014-12-11)

• SAE J2931/4_201410, Broadband PLC Communication for Plug-in Electric Vehicles (2014-10-21)
• SAE J2931/6_202208, Signaling Communication for Wirelessly Charged Electric Vehicles (2022-
08-26)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 114 of 170
 • SAE J2931/7_201802, Security for Plug-In Electric Vehicle Communications (2018-02-15)

In-Development Standards

• SAE J2931/1, Digital Communications for Plug-in Electric Vehicles (2022-11-01)

• SAE J2931/4, Broadband PLC Communication for Plug-in Electric Vehicles (2022-11-01)

Interoperability Documents

Published Standards

• SAE J2953/1_201310, Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supply
Equipment (EVSE) (2013-10-07)
• SAE J2953/2_201401, Test Procedures for the Plug-In Electric Vehicle (PEV) Interoperability with
Electric Vehicle Supply Equipment (EVSE) (2014-01-22)
• SAE J2953/4_202106, Plug-in Electrical Vehicle Charge Rate Reporting and Test
Procedures (2021-06-10)

In-Development Standards

• SAE J2953/1, Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supply
Equipment (EVSE) (2022-11-01)
• SAE J2953/2, Test Procedures for the Plug-In Electric Vehicle (PEV) Interoperability with Electric
Vehicle Supply Equipment (EVSE) (2022-11-01)
• SAE J2953/3, Test Cases for the Plug-In Electric Vehicle (PEV) Interoperability with Electric
Vehicle Supply Equipment (EVSE) (2016-02-03)
• SAE J2953/4, Plug-in Electrical Vehicle Charge Rate Reporting and Test Procedures (2021-06-28)

Requirements and Testing Documents

Published Standards

• ISO/TC 22/SC 31 – IEC/TC 69 Joint Working Group (JWG) ISO 15118 Documents
• SAE J3072_202103, Interconnection Requirements for Onboard, Grid Support Inverter
Systems (2021-03-10)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 115 of 170
 Reprinted with permission from an unapproved draft of a proposed SAE J2836TM Standard.
© SAE International. Consequently, this document is subject to change and cannot be utilized for any
conformance or compliance purposes.

Published Standards

• ISO 15118-1:2019, Edition 2.0, Road vehicles - Vehicle to grid communication interface - Part 1:
General information and use case definition (2019-04-02)
• ISO 15118-2:2014, Edition 1.0, Road vehicles -- Vehicle-to-Grid Communication Interface -- Part
2: Network and application protocol requirements (2014-03-31)
• ISO 15118-3:2015, Edition 1.0, Road vehicles -- Vehicle to grid communication interface -- Part 3:
Physical and data link layer requirements (2015-05-26)
• ISO 15118-4:2018, Edition 1.0, Road vehicles - Vehicle to grid communication interface - Part 4:
Network and application protocol conformance test (2018-03-07)
• ISO 15118-5:2018, Edition 1.0, Road vehicles - Vehicles to grid communication interface - Part 5:
Physical and data link layer conformance tests (2018-03-07)
• ISO 15118-8:2020, Edition 2.0, Road vehicles - Vehicle to grid communication interface - Part 8:
Physical layer and data link layer requirements for wireless communication (2020-09-21)
• ISO 15118-9:2022, Edition 1.0, Road vehicles - Vehicle to grid communication interface - Part 9:
Physical and data link layer conformance test for wireless communication (2022-11-24)
• ISO 15118-20:2022, Edition 1.0, Road vehicles - Vehicle to grid communication interface - Part
20: Network and application protocol requirements (2022-04-26)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 116 of 170
In-Development Standards

• ISO 15118-2 ED2, Road vehicles -- Vehicle-to-Grid Communication Interface -- Part 2: Network
and application protocol requirements (Fcst. Publ. Date: 2024-01)
• ISO 15118-4 ED2, Road vehicles - Vehicle to grid communication interface - Part 4: Network and
application protocol conformance test (Fcst. Publ. Date: 2024-01)

While errors are well defined, there is a gap in the harmonization of errors reporting. The various
charging standards for hardware and communications include error tables related to failure of a
charging session. However, there is no consensus on what errors should be reported and the associated
description of the error to be displayed. This is an important aspect of usability of the charging system.
The goal of harmonizing error codes and descriptions would be to 1) support safety, 2) enhance user
experience, and 3) enhance diagnostic and maintenance.

Gap G1: Standardization of Error Codes and Reporting. To develop best practices and guidance for
diagnostics including standardized error codes across the EV charging ecosystem, such as for no charge
events. Considerations include what should be reported, specific formats, associated language, and
appearance (e.g., symbols, color) for display. Reporting may be done to various actors (i.e., person
charging, building owner, grid, or a third-party) and privacy restrictions may apply.

R&D Needed: Yes.

Recommendation: Conduct a review of applicable standards (e.g., OCPP, IEC 15118, IEEE 1621)
particularly error tables and gather inputs on common errors from relevant stakeholders. Determine
which errors should be reported and develop language for displaying the error.

Priority: High

Organization(s): OCA, CharIN, SAE, manufacturers, operators.

4.1.2. Communications Requirements for Various EV Charging and Grid Support

Scenarios

There are various communication requirements for charging of EVs under different use cases (home,
commercial, public) and metering options, each with different levels of complexities.

Basic charging at home does not require communications. However, additional benefits become
available if smart charging capabilities exist, such as if sub-metering, charge management and/or
demand response are implemented. Further communication complexities come into play if the EV is to
be used as a supply source providing reverse power flow to the home or grid.

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Commercial / industry applications (e.g., fleets) often involve multiple vehicle charging scenarios with
load balancing and sequencing in order to meet business application requirements and minimize costs.
Accurate, real time coupling of state of charge (SOC) assessment, business application requirements,
and service provider demand response load control is essential.

Public charging communication requirements include the need to quickly and easily locate, price
compare, and reserve charging stations on the fly. Additional complexities are also introduced due to
the need to authenticate, authorize, and bill the user, especially when crossing over different service
territories.

The following briefly describes a number of the requirements for information/communication exchange,
not all of which are germane to each use case.

Locating and Using Public Charging Stations (EVSE):

EV drivers charging outside their home need to easily find and optionally reserve an available,
compatible charging station. In-vehicle dashboard systems, portable navigation devices, smartphones,
and personal computers need to communicate with entities that can provide these services.

Public charging stations are already available and in use; however, there is no standardized method to
identify the location and capabilities of a charging station. Such a capability is available for a subset of
stations via Google Maps, websites of EVSPs, smartphone applications, or navigation applications/
devices. Notably, DOE provides an Alternative Fueling Station Locator database which includes EV
charging station information. 62

A well-known registry of public charging stations combined with a standardized querying method would
enable the broadest public awareness and utilization. It is likely some information about a charging
station will be static (e.g., location, type) and can be queried from a global registry, but other
information (availability, pricing) will be dynamic and must be queried from the station or the managing
entity.

Some work has been done to standardize locating and reserving charging stations, on the inter-provider
protocols required for various aspects of EV roaming, and between charging stations and the back office
software systems that manage them. Efforts include those listed below.

The National Electrical Manufacturers Association (NEMA) has published EVSE 1.1-2018 Charging
Network Interoperability Standard—A Contactless RFID Credential for Authentication (UR Interface).

62U.S. Department of Energy, Alternative Fuels Data Center, Accessed 3/12/2023

http://www.afdc.energy.gov/afdc/locator/stations/

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The Open Charge Alliance (OCA) is a global consortium of public and private electric vehicle
infrastructure leaders that have come together to promote open standards through the adoption of the
Open Charge Point Protocol (OCPP) and the Open Smart Charging Protocol (OSCP).

OCPP is aimed at providing interoperability between EVSEs and charging networks from different
vendors and to reduce the effort required to support multiple EVSEs and/or networks. OSCP facilitates
communication of grid capacity to charging station operators. Charging protocols need to continually
evolve to fill gaps not served by OCPP or other communication protocols. 63

Section 680.108, Interoperability of electric vehicle charging infrastructure, of the NEVI Final Rule
provides in relevant part:

(b) Charger-to-Charger-Network Communication. Chargers must conform to Open Charge Point

Protocol (OCPP) 1.6J or higher. By February 28, 2024, chargers must conform to OCPP 2.0.1. 64

In addition, section 680.114, Charging network connectivity of electric vehicle charging infrastructure,
of the NEVI Final Rule provides in relevant part:

(a) Charger-to-charger-network communication. 65

(1) Chargers must communicate with a charging network via a secure communication method.
See § 680.108 for more information about OCPP requirements.

(2) Chargers must have the ability to receive and implement secure, remote software updates
and conduct real-time protocol translation, encryption and decryption, authentication, and
authorization in their communication with charging networks.

(3) Charging networks must perform and chargers must support remote charger monitoring,
diagnostics, control, and smart charge management.

(4) Chargers and charging networks must securely measure, communicate, store, and report
energy and power dispensed, real-time charging-port status, real-time price to the customer,
and historical charging-port uptime.

(b) Interoperability. See § 680.108 for interoperability requirements.

In Europe, under the umbrella of ERTICO – ITS Europe, the eMobility ICT Interoperability Innovation,
eMI³, is an open group of significant actors from the global EV market who joined forces to harmonize

63 Driivz, “EV Charging Industry Protocols and Standards,” Accessed 3/12/2023 https://driivz.com/blog/ev-
charging-standards-and-protocols/
64 https://www.federalregister.gov/d/2023-03500/p-395
65 https://www.federalregister.gov/d/2023-03500/p-420

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 119 of 170
the ICT data definitions, formats, interfaces, and exchange mechanisms in order to enable a common
language among all ICT platforms for Electric Vehicles.

Also in Europe, the ETSI Intelligent Transport Systems (ITS) supports the development and
implementation of ITS service provision across the network, for transport networks, vehicles and
transport users, including interface aspects, multiple modes of transport and interoperability between
systems.

Reserving Charging Stations (EVSE and Obtaining Pricing Information):

Due to the relatively long duration of EV charging, the ability to reserve a charging station in advance
will be useful to EV drivers. Standardization of the messaging required to reserve a charging station
would allow a driver to use a variety of methods (smartphone application or website) to reserve a
station.

Charging Related Information Retrieval: EV drivers need to retrieve information about the current SOC
of their EV and an estimate of how long charging may take. Based on this information, the driver can
make an informed decision about where to charge, relieving range anxiety. This information is available
in the EV and needs to be communicated to the driver via standard mechanisms.

Pre-Charging Information Exchange: In order for charging to take place, an EV must be physically
associated with an EVSE. At that point, charging parameters such as direction of energy flow, start and
end time of charging, price, and EV/driver authentication information need to be communicated
between the EV, EVSE, and grid.

During a Charging Session: For billing purposes, it is critical to accurately measure the energy being
provided to the EV and communicate this to the EVSP/ESP, optimally in real time. Charge management
including battery SOC is important. Energy Service Providers may need to act in real time during peak
demand situations by providing incentives to EVs to reduce the amount of energy consumed (demand
response load control).

Notifications: The EV driver may optionally opt-in to receive notifications when charging is completed or
ends due to a fault. Such information needs to be communicated from the EV/EVSE to the driver.

Post-Charging: At the end of a charging session, the EV driver/owner must be billed. This may involve
communications with a credit card processor, communication between an EVSP and an ESP, or
communication between two EVSPs (e.g., when roaming).

In order to successfully communicate the information required in the above scenarios, multiple actors,
protocols, and communication media may be involved. Each primary actor may be capable of
communicating via multiple methods. For example, an EV may be able to communicate with an EVSE
using power line communication (PLC) over the physical link between them. The EV may also be able to

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 120 of 170
communicate with an EV telematics provider using telematics communication over wireless cellular
radio.

Due to the number of actors involved and services being offered, as well as the plethora of
communications technologies in service, it is critical to standardize these communications as much as
possible to provide ease of entry into the market while also allowing widespread and consistent
charging capabilities to drivers without adversely impacting the grid. Communications interoperability is
a critical component of a smart grid.

Section 680.116, Information on publicly available electric vehicle charging infrastructure locations,
pricing, real time availability, and accessibility through mapping, of the NEVI Final Rule provides in
relevant part:

(a) Communication of price. (1) The price for charging must be displayed prior to initiating a
charging transaction and be based on the price for electricity to charge in $/kWh. If the price for
charging is not currently based on the price for electricity to charge an Electric Vehicle in $/kWh,
the requirements of this subparagraph must be satisfied within one year from February 28,
2023. 66
(2) The price for charging displayed and communicated via the charging network must be the
real-time price (i.e., price at that moment in time). The price at the start of the session cannot
change during the session.
(3) Price structure including any other fees in addition to the price for electricity to charge must
be clearly displayed and explained.
(b) Minimum Uptime. States or other direct recipients must ensure that each charging port has
an average annual uptime of greater than 97% 67 .
(1) A charging port is considered “up” when its hardware and software are both online and
available for use, or in use, and the charging port successfully dispenses electricity in accordance
with requirements for minimum power level (see § 680.106(d)).
(2) Charging port uptime must be calculated on a monthly basis for the previous twelve months.
(3) Charging port uptime percentage must be calculated using the following equation:
μ= ((525,600 - (T_outage - T_excluded ))/525,600) X 100 where:
μ = port uptime percentage,
T_outage = total minutes of outage in previous year, and

66https://www.federalregister.gov/d/2023-03500/p-428
67In response to a comment that questioned the adequacy of the 97% uptime requirement in the NEVI Final Rule,
and that suggested a roadmap section be added to discuss reliability targets, EVSP determined that establishing
reliability targets is not a focus of this roadmap but, rather, something that potentially could be addressed in an
implementation guide.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 121 of 170
 T_excluded = total minutes of outage in previous year caused by the following reasons
outside the charging station operator’s control, provided that the charging station operator
can demonstrate that the charging port would otherwise be operational: electric utility
service interruptions, failure to charge or meet the EV charging customer’s expectation for
power delivery due to the fault of the vehicle, scheduled maintenance, vandalism, or natural
disasters. Also excluded are hours outside of the identified hours of operation of the
charging station.
(c) Third-Party Data Sharing. States or other direct recipients must ensure that the following
data fields are made available, free of charge, to third-party software developers, via application
programming interface:
(1) Unique charging station name or identifier;
(2) Address (street address, city, State, and zip code) of the property where the charging
station is located;
(3) Geographic coordinates in decimal degrees of exact charging station location;
(4) Charging station operator name;
(5) Charging network provider name;
(6) Charging station status (operational, under construction, planned, or decommissioned);
(7) Charging station access information:
(i) Charging station access type (public or limited to commercial vehicles);
(ii) Charging station access days/times (hours of operation for the charging station);
(8) Charging port information:
(i) Number of charging ports;
(ii) Unique port identifier;
(iii) Connector types available by port;
(iv) Charging level by port (DCFC, AC Level 2, etc.);
(v) Power delivery rating in kilowatts by port;
(vi) Accessibility by vehicle with trailer (pull-through stall) by port (yes/no);
(vii) Real-time status by port in terms defined by Open Charge Point Interface 2.2.1;
(9) Pricing and payment information:
(i) Pricing structure;
(ii) Real-time price to charge at each charging port, in terms defined by Open Charge
Point Interface 2.2.1; and
(iii) Payment methods accepted at charging station.

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Roaming:

Public charging stations may be owned by hosts and managed by EVSPs. EV drivers may subscribe to a
charging plan offered by an EVSP (the Home EVSP). Roaming, in the context of EV charging, is the ability
to charge at a charging station managed by a different EVSP (Visited EVSP), using the subscription to the
Home EVSP.

Communication related to roaming scenarios may take place directly between two EVSPs. Alternatively,
a third-party financial clearinghouse may be required to act as an intermediary between the Home EVSP
and Visited EVSP(s). In order to support roaming scenarios, standardization is required for
authentication of the EV/driver, authorization of the EV/driver for a certain quality of service, relaying of
accounting records related to the charging session, and settlement of billing.

Owner/operators need to define a business plan to facilitate roaming EVs to charge at spots affiliated
with a different EVSP (i.e., to address implementation challenges).

The objective of the EVRoaming Foundation 68 is to facilitate roaming services for charging electric
vehicles and provide transparent information to consumers about charging locations and prices, by use
of the open and independent Open Charge Point Interface (OCPI) protocol. OCPI “supports connections
between eMobility Service Providers who have EV drivers as customers, and Charge Point Operators
who manage charge stations. This protocol is free to use and independent. It can work both bilateral as
well as in combination with roaming hubs.” 69

Section 680.108, Interoperability of electric vehicle charging infrastructure, of the NEVI Final Rule
provides in relevant part:

(c) Charging-Network-to-Charging-Network Communication. By February 28, 2024, charging

networks must be capable of communicating with other charging networks in accordance with
Open Charge Point Interface (OCPI) 2.2.1. 70

(d) Network Switching Capability. Chargers must be designed to securely switch charging
network providers without any changes to hardware.

In addition, section 680.114, Charging network connectivity of electric vehicle charging infrastructure,
of the NEVI Final Rule provides in relevant part:

(c) Charging-Network-to-Charging-Network Communication. A charging network must be

capable of communicating with other charging networks to enable an EV driver to use a single

68 EVRoaming Foundation, Home page, Accessed 2/21/2023 https://evroaming.org/

69 OCPI Background, Accessed 2/21/2023 https://evroaming.org/ocpi-background/
70 https://www.federalregister.gov/d/2023-03500/p-396

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 123 of 170
 method of identification to charge at Charging Stations that are a part of multiple charging
networks. See § 680.108 for more information about OCPI requirements. 71

(d) Charging-Network-to-Grid Communication. Charging networks must be capable of secure

communication with electric utilities, other energy providers, or local energy management
systems.

(e) Disrupted Network Connectivity. Chargers must remain functional if communication with the
charging network is temporarily disrupted, such that they initiate and complete charging
sessions, providing the minimum required power level defined in § 680.106(d).

Gap G2: Locating and Reserving a Public Charging Station, Obtaining Pricing and Availability
Information. There is a need for standard(s)/implementation guides to permit EV drivers to locate a
public charging spot, reserve its use in advance, and obtain pricing information and near real-time
availability.

R&D Needed: No

Recommendation: Develop a standard(s)/implementation guides to permit EV drivers to universally

locate and reserve a public charging spot, and to obtain pricing information and near real-time
availability.

Priority: Medium

Organization(s): SAE, OCA, EVRoaming Foundation, eMI 3 , ETSI ITS

Other Initiatives

Other recent initiatives related to the integration of EV charging stations with the grid include:

• A new NIST publication, IEC 61850 Profile for Distributed Energy Resources Supporting IEEE
1547, that maps functional requirements for DER interconnection in IEEE 1547 to the
communication and data requirements in IEC 61850-7-420. 72

• Smart Electric Power Alliance (SEPA) Interoperability Profile for Electric Vehicle Fleet Managed
Charging. This document relates to fleet managed charging and covers information exchange
between EV charging station management systems and grid distribution system operators. It

71https://www.federalregister.gov/d/2023-03500/p-425
72“NIST Develops Interoperability Profile for Distributed Energy Resources and Grid Integration,” July 1, 2022,
Accessed 2/20/2023, https://www.nist.gov/news-events/news/2022/07/nist-develops-interoperability-profile-
distributed-energy-resources-and

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 124 of 170
 uses IEEE 2030.5 and its communications and information model requirements. 73

4.1.3. Communication and Measurement of EV Energy Consumption

Residential Charging (Single-Family Homes)

Though not required for charging purposes, the measurement of EV energy consumption is deemed
necessary to provide customers certain value-added services related to EV energy usage information
and control. Along with demand response (DR) programs, discrete measurement of an EV allows for
time of use (TOU) tariffs to encourage charging during off-peak times, thereby lowering customer costs
and addressing issues related to the integration of renewables.

Regulatory issues and business cases will determine how metering of EVs is implemented. This includes
whether End Use Measurement Devices (EUMDs) need to be revenue grade in order to be used for
customer billing; who is allowed to own the EUMDs; who bills the customer; and how they
communicate. EUMDs can be separate meters (and therefore most likely to utilize existing metering
communication such as utility Advanced Metering Infrastructure (AMI) systems), probably necessitating
a second panel and service account. EUMDs could also be sub-meters, installed on a branch circuit of
the premises meter and necessitating a subtractive billing process to apply special rates. Sub-meters
could be located anywhere from the branch circuit to within the EVSE or EV itself.

Overview of Sub-metering

Sub-metering (as defined in NIST Handbook 44 Section 3.40), whereby the EUMD is located on a branch
circuit from the premises meter, measures specific end use loads that are physically and electrically
downstream of the meter used to collect the premises usage (master meter). Unlike separate (parallel)
metering, where there are effectively two separate instances of usage data being collected and billed, in
sub-metering the master meter is recording the same usage that is being recorded by the sub-meter.
Therefore, the sub-meter usage must be subtracted from the master meter in order to apply special
device specific time of use (TOU) rates. It is possible for the master meter and sub-meter to be on two
different rates. Where used for billing, because of volume, complexity, and existing capabilities, a
manual process is usually used to collect, subtract, and bill sub-metering customers. OCPP 2.0 addresses
billing and submetering information standardized communication.

Third Party Sub-Metering Use Cases

The method through which sub-metering occurs depends on regulatory and business policies, how the
meter is set up, and the communication capabilities of the system infrastructure. If the sub-meter is
utility provided, then most likely a meter similar to the master meter will be used, and existing

73“NIST, SEPA Develop Interoperability Profile for Integrating Electric Vehicle Charging with Grid,” July 1, 2022,
Accessed 2/20/2023, https://www.nist.gov/news-events/news/2022/07/nist-sepa-develop-interoperability-
profile-integrating-electric-vehicle

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 125 of 170
Advanced Metering Infrastructure (AMI) or meter reading systems could be used to communicate
directly to back office systems or through the premises meter.

A sub-meter option explored by the California Public Utilities Commission (CPUC) is to allow third party
or customer ownership of the sub-meter and for third parties to provide the bundled services directly to
the customer. The sub-meters could therefore be located anywhere downstream of the master meter
including on a smart plug, on the EVSE, or even in the PEV. In August 2022, California became the first
state in the U.S. to allow for the measurement of an EV’s energy consumption from sub-metering, via a
decision of the CPUC. 74

The simplest use case is where a customer acquires a stationary fixed sub-meter and has it installed
downstream of the master meter. They then contract with a sub-meter data management agent (DMA),
who could also be the meter provider, to collect the data. The communication between the sub-meter
and the third party could be proprietary or could be based on an existing metering communication
standard (e.g., ANSI C12 developed by NEMA (ASC/C12), IEEE P2030.5). The DMA, who has previously
established a relationship with the billing agent, then provides them with the customer PEV
consumption data (in a standardized format) so they can subtract the usage from the premise’s usage,
apply tariffs, and complete the billing processes. Additional complications arise based on the location of
the sub-meter (EVSE, smart plug, PEV, mobile cord set), number of sub-meters and sub-meter DMAs,
regulatory structures (e.g., certification), system requirements (e.g., transfer timing), and
communication capabilities (e.g., data format).

These types of metering and use cases create additional complexity including sub-meter measurement
(accuracy), access, performance, security/privacy, and communications. An example is mobile sub-
metering which refers to sub-meters within EVs or combined with 110V or 220V cord sets that can be
transported and exchanged. Pre-authorization would be required if an EV consumed energy at a visited
premise but was to be billed to the owner’s home account. This pre-authorization would have to be on
file with the utility to subtract the energy used by the EV from the bill of the visited premises.
Additionally, the vehicle must associate with that premises and both the vehicle’s ID and premises meter
or account ID must be communicated with the utility. This would involve local association (e.g., PLC or
HAN technology). If the vehicle is travelling outside of the territory for which it has an associated service
account, utilities will most likely have to share customer and consumption information. Similar to
premises meters, mobile metrology could be collected using either a proprietary or standardized
communication method (e.g., telematics, AMI, or IEEE P2030.5 for utilities), depending on regulatory
and utility policies.

74California Public Utilities Commission (CPUC). “CPUC Decision Makes California First State in the Nation To Allow
Submetering of Electric Vehicles,” August 4, 2022. Accessed March 7, 2023 https://www.cpuc.ca.gov/news-and-
updates/all-news/cpuc-decision-makes-california-first-state-in-the-nation-to-allow-submetering-of-electric-
vehicles

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It should be noted that NIST HB 44 3.41 covers non-utility energy measurement devices (NUEMS) that
are part of third-party standardized methods of measuring energy for submetering. The work is in
development and expected to be published in 2023.

The ability to communicate vehicle charging energy measurements (generated in the vehicle) via
telematics is being assessed and tested in both CA and NY for adoption of third party submeter
information used in billing processes.

Standardization Activities

One area of standardization related to sub-metering is the communications format necessary between
the third-party DMA and the billing agent. The CPUC activities have identified the Energy Services
Provider Interface (ESPI) as a national standard that can be used for this interface. “Green Button
Connect My Data (CMD) is the energy-industry standard (formally, the “NAESB REQ.21 - Energy Services
Provider Interface Model Business Practices” standard) for enabling easy access to, and secure sharing
of, utility-customer energy- and water-usage data.” 75 The Open Automated Data Exchange (OpenADE)
Task Force “is a group of smart-energy-management vendors, utilities, and government interests
developing recommendations toward building interoperable data exchanges that allow customer
authorization and sharing of utility consumption information with third-party service providers. It is
the open-to-anyone technical arm of the Green Button Alliance for the promotion of the Green Button
ecosystem.” 76

Gap G3: Communication of standardized EV sub-metering data. Standards are needed for
communication of EV sub-metering data between third parties and service providers.

R&D Needed: No

Recommendation: Develop a standard to communicate EV sub-metering data between a third party and
a billing agent (e.g., utility).

Priority: High

Organization(s): OpenADE/NAESB, IEEE, MESA, SunSpec Alliance, OpenFMB, NIST USNWG EVF&S

There is no guideline nor standard document regarding the means by which SI traceability can be
transferred to DC EVSEs. ANSI C12.32 refers to ANSI C12.1 on the matter of metrological requirements.
Section 3.2 of ANSI C12.1 indicates that the responsibility of the utility to establish and maintain
traceability of the watt-hour standard. Because the utilities do not have oversight of commercial EVSEs
in certain jurisdictions, this creates a gap for those EVSE conforming to NIST Handbook 44 for
metrological traceability for DC measurement. As yet, there is no present Handbook 105 (HB 105) for

75
Green Button® Connect My Data® (CMD), Accessed 2/21/2023 https://gba.memberclicks.net/about-cmd
76
The OpenADE Task Force, Accessed 2/21/2023 https://gba.memberclicks.net/technical-committee

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 127 of 170
reference standards of DC meters. The first draft of HB 105 for traceability for DC meters is expected to
be published in 2023.

Gap G4: Metrological Traceability for Quantitative Measurement of DC Power Delivery. At present, the
U.S. does not maintain System Internationale (SI) traceability for DC measurement in ensuring
metrological soundness of DC EVSEs. Further, there is no current specification for transfer standards or
processes for establishing traceability of EVSE measurement of DC power by testing authorities.

R&D Needed: Yes. Develop specifications for transfer standards and processes to ensure metrological
traceability and accuracy for DC power measurement for DC EVSEs. (This work is in process.)

Recommendation: Develop standard to address the transfer and traceability of meters for the testing of
DC EVSE.

Priority: Medium

Organization(s): NIST

Besides the utility interface standard, is the issue of requirements and guidelines related to the
standardization of third-party sub meters. The National Electrical Manufacturers Association (NEMA)
sponsors the C12 series of standards including ANSI C12.1-2022, Electric Meters - Code For Electricity
Metering (Incorporates ANSI C12.20-2015). “This Code establishes acceptable performance criteria for
new types of AC watthour meters, demand meters, demand registers, pulse devices, and auxiliary
devices. It describes acceptable in-service performance levels for meters and devices used in revenue
metering. It also includes information on related subjects, such as recommended measurements,
installation requirements, test methods, and test schedules. This Code for Electricity Metering is
designed as a reference for those concerned with the art of electricity metering, such as utilities,
manufacturers, and regulatory bodies.”

NIST’s U.S. National Work Group on Measuring Systems for Electric Vehicle Fueling and Sub-metering

The U.S. National Work Group (USNWG) formed in August 2012, to develop proposed requirements for
commercial electricity-measuring devices (including those used in sub-metering electricity at residential
and business locations and those used to measure and sell electricity dispensed as a vehicle fuel) and to
ensure that the prescribed methodologies and standards facilitate measurements that are traceable to
the International System of Units (SI). This work is not intended to address utility metering in the home
or business where the electricity metered is consumed by the end purchaser and that falls under the
authority of entities such as the local utility commission. 77

77“Electric Vehicle Fueling and Submetering: U.S. National Work Group on Measuring Systems,” Accessed
2/21/2023 https://www.nist.gov/pml/owm/legal-metrology-devices/electric-vehicle-fueling-and-submetering

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 128 of 170
The USNWG will review and propose changes as needed to:

1. Draft requirements for equipment used to measure and sell electricity in commercial
applications for possible inclusion in NIST Handbook 44 (HB 44), ''Specifications, Tolerances, and
Other Technical Requirements for Weighing and Measuring Devices''; and

2. Draft procedures for type evaluation, laboratory, and field testing of equipment for possible
inclusion in NIST Examination Procedure Outlines and other procedure documents.

Included among the topics to be discussed by the USNWG for current and emerging device technologies
used in commercial electric measuring systems are: (1) Method-of-sale requirements; (2) metrology
laboratory standards and test procedures; (3) uncertainties; (4) measurement traceability; (5) tolerances
and other technical requirements for commercial measuring systems; (6) existing standards for testing
equipment; (7) field implementation; (8) data analysis; (9) field test and type evaluation procedures;
(10) field enforcement issues; (11) training at all levels; and (12) other relevant issues identified by the
USNWG.

The USNWG's technical output may result in the revision of current standards or the development of
new standards for testing equipment which will be made publicly available in the NIST OWM Publication
website. These include NIST HB 44: Specifications, Tolerances, and Other Technical Requirements for
Weighing and Measuring Devices, NIST Examination Procedure Outline (EPO) 30 for Retail Electric
Vehicle Fueling Systems, and NIST SP2200: Legal Metrology Publication Series and as well as proposed
changes to requirements and testing procedures for commercial devices and systems used to assess
charges to consumers for electric vehicle fuel. HB 44 Section 3.40 for EVSE became permanent code in
January 2023 and is subject to annual revision and updates. As NEMA represents both manufacturers of
EVSE and Submeters they will take on a standards activity to address the particular issue of submetering
applications in multi-dwelling parking lots and subtractive residential metering not covered in the new
draft of HB44 for submeters.

Gap G5: Standardization of EV sub-meters. Standards for EV sub-meters, including embedded sub-
meters, are needed to address performance, security/privacy, access, and data aspects. Standardization
of commercial transactions EV sub-meters is complete.

Utility tariffs involving sub-metering is a complicated process at present with much state-to-state and
utility-to-utility differences (what is allowed, how it is interpreted). Policy development is needed to
assist utilities in applying EV charging tariffs to the facility, and not the customer charging their vehicle.

R&D Needed: No

Recommendation: Develop standards or guidelines related to the functionality and measurement

characteristics of sub-meters for EVs, including embedded sub-meters in the EVSE or EV. Such standards
should address different form factors, capabilities, installation, and certification. Organizations

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 129 of 170
developing standards, guidelines or use cases related to EV sub-metering should coordinate their
activities in order to avoid duplication of effort, assure alignment, and maximize efficiency.

Priority: High

Organization(s): NEMA, USNWG EVF&S, SEPA, EPRI

4.1.4. Telematics Smart Grid Communications

Telematics is the process for long-distance transmission of computer-based information and can provide
the capability to directly facilitate PEV smart grid load management communications with utilities, other
Energy Service Providers (ESPs), Independent System Operators and Regional Transmission
Organizations (ISOs/RTOs), aggregators, and Electric Vehicle Services Providers (EVSPs). Telematics has
the versatility to further interact with Home Area Networks (HAN) and facility Energy Management
Systems (EMS) either through a gateway, the customer internet, or the PEV.

Telematics as a concept can also be used to support the development of applications focused on
monitoring the operational health of the smart grid to confirm that the grid supporting the charging of
EVs is operating properly and that its connections to other upstream elements (e.g., power delivery and
distribution) are active.

Published Standards
• SAE J2836/1_201907, Use Cases for Communication Between Plug-in Vehicles and the Utility
Grid
SAE J2836/3_201701, Use Cases for Plug-In Vehicle Communication as a Distributed Energy
Resource
• SAE J2836/5_202112, Use Cases for Customer Communication for Plug-in Electric Vehicles
• OpenADR 2.0

No standards gap has been identified with respect to this issue.

4.2. Power Distribution / DER Integration and Fast Charging Stations /

Microgrids
Power Distribution / DER Integration:

The electrical grid is a tightly coupled system that manages and delivers power from where and how it is
generated to where – and how – it is consumed. Because electricity is perishable, most power is
delivered at the time it is generated. The supply, transmission, distribution, and consumption of
electricity are therefore closely coupled, and must be actively coordinated. Significant changes in the
consumption, such as large-scale electrification of transportation, can impact this coordination and
require new infrastructure or operating methods. Elements associated with this coordination, such as

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 130 of 170
communications infrastructure and cyber secure operation of the electric grid components, also become
significant drivers. Even under these shifting conditions, the electric grid is divided into three main
domains: generation, transmission, and distribution as shown below:

Source: Pacific Northwest National Laboratory 2021, adaptation

Electricity generation is the process of creating electricity from other forms of energy and is the first
process in delivering electricity to customers. As the primary electricity supply for the electrical grid, the
Generation, including distributed energy resources (DERs), is electrically connected to the Transmission
and Distribution domains. The scalability and modularity of modern generating technologies alters the
physical relationship and points of coupling between generation assets and the grid, as well as the
distribution of generation assets. Furthermore, many of these distributed generator assets are owned by
the end customer, not the utility. Accordingly, this domain has been updated to reflect direct electrical
interconnection with the distribution system that smaller scale and distributed generation assets may
utilize. The generation mix may include more solar and wind, often interfaced through power electronic
inverters.

Transmission is the bulk transfer of electrical power from generation sources to distribution through
multiple substations. A transmission electrical substation uses transformers to step up or step-down
voltage across the electrical supply chain. Substations contain switching, protection, and control
equipment and may also connect two or more transmission lines. The distribution system is the
electrical interconnection between the transmission system and end-use consumers. It includes all
points from substation that step-down voltage from the transmission system to the grid-edge and
consumer. As with the generation system, distribution may contain DER, such as electrical storage,
peaking generation units that supply electricity during times of high demand, and other assets such as
community solar installations. The reliability of the distribution system varies depending upon its
structure, the types of configuration and control devices that are implemented, and the degree to which
those devices communicate with each other and with entities in other domains. Grid modernization

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 131 of 170
efforts are enabling customers to have more choice and control in their systems. Due to the change
from traditional power delivery, distribution systems often require more significant upgrades and
operational changes. Furthermore, operational considerations like cybersecurity are more relevant in
the modern distribution system.

Distributed energy resources are smaller-scale generation sources or controllable loads that are
distributed through the power system. These are typically connected at the distribution level, with an
increasing shift toward them being consumer-owned devices like rooftop solar and EVs, as well as
traditional appliances or onsite battery energy storage. DERs have the capability to provide services to
the electric grid, via producing power for the grid, or being able to reduce or shift load to help stabilize
the power grid. The deployment of DERs often increases measurement points and communications
further into the distribution system, which enables better visibility into what is traditionally a “simple
black box system,” but also introduces considerations such as cybersecurity and information privacy.

Typically, electricity suppliers provide electricity to customers in the form of alternating current (AC) at
various levels of medium voltage ranging from 4-69 kV. Sub-transmission customers may receive
electricity at 26 and 69 kV, primary customers (at 4 and 13kV), and secondary customers at 120 and
240V via the distribution system. DC-as-a- Service (DCaaS) relates to providing direct current (DC)
electricity to the site or point-of-use, as opposed to AC electricity. Advantages for EV charging sites
include potentially higher efficiencies resulting from not having to convert from AC to DC within the
charging site, potentially lower cost and management ease, and easy integration with battery energy
storage and renewables.

DCaaS is a model of who owns charging infrastructure, electricity suppliers vs. EV charging services
providers. DCaaS is basically a business proposal to allow electricity suppliers to provide DC electricity
directly to customers. In the DCaaS business case, the utility would own power conversion / storage
equipment, and electronics / controls. To enable DCaaS, State PUCs would have to allow utilities to own
certain assets. Presently, State PUCs allow utilities to own certain assets, but not others. PUC tariffs and
billing methods would need to be developed for DCaaS and allowed by the States. Currently, with the
exception of metering, there are no standards for DCaaS and regulations and codes would need to be
developed. North Carolina and California are currently looking at regulations and codes for DCaaS.

Charging as a Service (CaaS) is a general term which applies to vendors who build, own, and maintain EV
Infrastructure on behalf of a fleet. This business model varies across different vendors, but typically
provides solutions for equipment, installation, software, site maintenance, and/or driver support for an
agreed upon recurring fee. The service may be onsite or offsite relative to the fleet’s primary business
address. For Charging-as-a-Service (CaaS), a third party owns charging infrastructure and bills monthly
for use of equipment and consumed energy / maintenance. CaaS basically encompasses all the elements
of bundling the capital expense of EV charging. This would include such things as the cost of capital
equipment, operating expenses, insurance. In short, CaaS is really a policy consideration with no specific
standards related issues.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 132 of 170
Fast Charging Stations / Microgrids: 78

The principal purpose of a fast charging station (FCS) is to charge EVs as quickly as permitted by the EV
battery and the power capabilities of the FCS chargers. Fast charging stations can be compatible with
light, medium, and heavy-duty EVs including off-road, marine, aircraft, and rail applications. The FCS
aggregates and coordinates the energy management of multiple fast chargers and the energy resources
incorporated into the station while optimizing the charging of individual transportation systems. The FCS
also coordinates operation with and manages energy drawn from the grid. The FCS is comprised of one
or more fast chargers and associated EV supply equipment (EVSE). The FCS may also incorporate local
energy resources, including renewable energy resources such as solar photovoltaic (PV) generation and
battery energy storage systems (BESS).

Given the fast-evolving EV offerings and charging requirements, the FCS cannot be defined based on
specific EV charging requirements, nor on the power and current levels and capabilities of the largest
individual EV chargers composing the FCS. The FCS control system is comprised of a charge management
system (CMS) and an energy management system (EMS) function. The CMS is controlled by the EMS, the
EV chargers being considered the main load of the FCS. The EMS dispatches the generation and storage
assets to meet the EV charging requirements. If the EMS and CMS functions are decoupled and
independent, the term charge station management systems (CSMS) is used instead of CMS to describe
the EV charging equipment. The implementation of the CMS and EMS functions, which depends on the
design of the FCS, can be distributed in separate physical units or combined in a centralized control
system. The fast chargers can be either locally or remotely controlled.

The implementation of a FCS can take many forms and manage different types of assets, including
generation from renewable energy sources and energy storage systems. Currently, there are two main
structures for the FCS as illustrated in the following figures. The charging management system, or FCS
control system, may be split into 2 components: the FCS control system and EMS, controlling the DER
assets and charge management system, controlling the aggregated EV charger hubs. Figure B.1 shows a
possible implementation of a fast charging station configured as a microgrid. It features a local dc bus,
MV or LV. The interface to the local distribution grid is an ac/dc converter. All generators and loads are
connected to the dc bus, including the EV chargers. Figure B.2 shows an alternative implementation of a
fast charging station featuring a local ac bus, MV or LV. The interface to the local distribution grid is
usually a transformer. All generators and loads are connected to the ac bus, including the EV chargers,
and may require an ac/dc converter interface.

78Text in this section is drawn from the draft standard IEEE P2030.13, Guide for Electric Transportation Fast
Charging Station Management System Functional Specification.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 133 of 170
 DC bus
Fast EV charging
Auxiliary
AC bus LOADS
loads station (FCS)

DER
MV/LV
BESS
bus

POI
PV DER

ADMS/
DERMS

and/or

FCS control system EVs EVs EVs

Service
provider

Figure B.1 – Generic FCS Configuration and Assets – Local DC Bus1

AC bus
Fast EV charging
Auxiliary
LOADS
loads/HVAC station (FCS)

DER
MV/LV
BESS
bus

POI
PV DER

ADMS/
DERMS

and/or

FCS control system EVs EVs EVs

Service
provider

Figure B.2—Generic FCS Configuration and Assets – Local AC Bus1

1 Figures B.1 and B.2 reprinted with permission from Geza Joos, excerpted from P2030.13 D2.4, © 2022.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 134 of 170
The FCS may manage a number of DER including local generation from renewable energy resources, in
the form of solar PV generation, BESS, and other energy sources, in the form of diesel- or gas-powered
generators, fuel cells, or combined heat and power (CHP) generators. These may be required if the FCS
needs to be operated in islanded mode, either during a blackout, at the request of the distribution
system operator (DSO), or in normal operation if economically justified. The FCS is connected to the
energy power system at one point of interconnection (POI) with power exchanges occurring only at this
point of interconnection. The power flow across the POI can be bi-directional. The FCS is normally
connected to the electric power system (EPS) at the POI through a disconnect device, a breaker or a
contactor with appropriate protective relays, or through an ac/dc power electronic interface. In the
event the disconnect device opens, the FCS can be operated in islanded mode, if the sizing of the
generation assets allow this mode of operation, and the FCS control system can operate in islanded
mode.

The FCS grid interconnection requirements are dictated by the DSO with which the FCS may interact
directly through the advanced distribution management system (ADMS) or with a distributed energy
resource management system (DERMS). EV vehicle-to-grid (V2G) capabilities may be exploited if the FCS
is designed to accommodate fleet parking slots where the EV may be expected to be parked for a
specified length of time. The fast chargers can be designed to exploit V2G capabilities, allowing energy
to be fed back to the EPS. The V2G capability provides additional battery energy storage capacity to the
FCS and, when aggregated, enables the FCS more flexibility in feeding power into the EPS. This
additional storage can be exploited if there is excess energy available after all the FCS load requirements
are met, and if returning power to the grid is built into the agreement between the DSO and FCS
operator. EV charging curtailment, load shifting, peak shaving, load curtailment (load management)
capabilities algorithms are functions of the FCS control system that may be requested by the DSO as part
of the grid services provided by the FCS to the EPS.

4.2.1. Power (Electrical) Systems and Safety

Power (electrical) Systems and Safety encompasses the transfer and interconnection of electrical power
through the distribution system or directly from the transmission system, including safety therein, to the
EV charging site. Within the distribution system, power distribution involves the transfer and
interconnection of medium voltage (4-69 kV) AC power from the EV substation to the EV charging site.
Interconnection is achieved through a “dead front” feed post connecting the medium and low voltage
sides. A “dead front” is a component of an electrical system that is intended to carry or control, but not
utilize, electrical energy and contains no live parts exposed to a person on the operating side of the
equipment. Well established, existing codes and standards exist for “dead fronts,” ingress protection (IP)
for rated enclosures, and ratings for insulators. Examples include IEC ratings for ingress protection and
UL standards which are intended to align with installation codes. Safety is key, well understood, and
established criteria are in place, including clear definitions and requirements for approach boundaries
and lineman qualifications. There are limited issues such as examples of insulation failures on the
medium voltage side and the limited number of qualified linemen to handle medium voltage. At high
power transfer levels above 1 MW, when connecting directly to the transmission system, there are no

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major issues or gaps with regard to power systems and safety. This is important when considering
heavy-duty truck plazas and other enroute charging sites which will utilize very high levels of power and
likely connect directly to the electrical transmission system, as opposed to the distribution system.

In general, there are no significant codes and standards barriers nor gaps with regard to traditional
medium voltage AC and DC power distribution and interconnection, nor high voltage transmission and
interconnection. It is basically an evolving world of well-established codes and standards, and the need
is not new nor updated standards, but rather better interpretation of known standards depending upon
specific applications. Gaps revolve more around lead times to implement the existing standards, as well
as setting consistent norms and best practices. At the EV charging site itself, AC architectures are
generally well understood. However, there are several codes and standards gaps related to AC and DC
site architectures coupled with electric power systems.

Gaps:
The following identifies codes and standards gaps identified by the ANSI Electric Vehicle Standards Panel
with regard to Power (electrical) Systems and Safety.

Gap G6: Dynamic Capacity Management (DCM). DCM relates to managing local distribution capacity
constraints and balancing supply and demand on the grid with the requirements of the EV charging
station and other loads on the grid. Open Automated Demand Response (OpenADR 2.0) is one way of
managing capacity for DCM focusing on energy and demand response, as well as pricing
communications. Newer iterations of OpenADR are expected to improve grid coordination. Presently,
program guides on OpenADR and IEEE 2030.5 exist. There have been a large number of pilots carried out
to address this topic. Questions remain though as to clarification of further grid coordination
mechanisms to be supported, as well as consumer information to enhance understanding of these
standards.

R&D Needed: Yes, to determine ways to do DCM

Recommendation: Continue to pursue various ways to do DCM (e.g., within the context of OpenADR) to
identify and incorporate advanced grid coordination mechanisms. Determine if existing program guides
on OpenADR and IEEE 2030.5 are sufficient or if additional consumer information is needed.

Priority: Medium

Organization(s): IEEE, NEMA, OpenADR Alliance, and others as appropriate

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 136 of 170
Gap G7: Safety and Protection of DC architectures are not standardized. Technology is not well
established nor is it currently known how to do a thorough DC protection system design (especially with
regard to islanding). Short circuit protection for complex energy sources (e.g., multiple energy sources
and bidirectional power flow) is the primary gap. IEEE P2030.12 is a draft guide for microgrid protection
systems. The National Electrical Code® (NEC®) does address DC microgrids, principally driven by
photovoltaics and energy storage. There is considerable cross-over with the solar industry within
SunSpec and for microgrids within the Emerge Alliance. In Europe, the Open Society (OS) Foundation is
working to develop guidelines and transfer them to the International Electrotechnical Commission (IEC)
for formal standardization.

R&D Needed: Yes

Recommendation: Continue to pursue standardization of safety and protection for DC architectures,

especially within the IEEE P2030 suite of standardization activities.

Priority: Medium

Organization(s): IEEE

Gap G8: Fault Current Signatures for AC and DC Architectures under Islanding Conditions. Identifiable
fault currents can be an issue for AC and DC architectures. Specifically, the magnitude and signature of
fault currents within AC and DC architectures can be too low to trip protection and provide safety. The
issue of fault currents is largely covered in UL 1741 and UL 9741 for AC and DC systems. UL 1741
Supplement SC includes a safety overvoltage protection function in the event the EV exceeds 120
percent of nominal unit voltage. The V2G interconnection criteria will follow national grid
interconnection standards. However, coordination in front of and behind the meter is needed when
systems are islanding, especially within the context of hybrid (AC/DC intertwined) and DC architectures,
and non-linear loads.

R&D Needed: Yes

Recommendation: Explore fault currents under islanding conditions and, as appropriate, implement
codes and standards development to address safety and grid interconnection performance aspects for
EVSE.

Priority: Medium

Organization(s): UL, FERC, NEMA, NERC

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Gap G9: “Ride Through” Requirements for EVSE under Grid Service Conditions. “Ride Through”
requirements encompass how systems/devices will behave when conditions on either side of the point
of interconnection (EV Station or grid) are not normal. There is a dichotomy: first, for the distribution
network within the EV station itself especially under islanding (i.e., not connected to the grid)
conditions, and, second, on the grid side specifically at the systems level with regard to voltage and
frequency. When EVSE are supplying power to the grid, “Ride Through” requirements need to be
defined under specific conditions. “Ride Through” is not applicable in this context for DC systems.

R&D Needed: Yes

Recommendation: Explore “Ride Through” requirements for EVSE under grid service conditions. “Ride
Through” requirements are covered under IEEE 1547, with V2G specifically covered under IEEE 1547.1.
UL 9741 covers AC coupled output and interconnection, with the latest version addressing vehicle-to-
everything (V2X). UL 1741 Supplement SC will address situations where vehicles have onboard AC
inverters. As appropriate, implement codes and standards development.

Priority: Medium

Organization(s): IEEE, UL

Gap G10: DC-as-a-Service (DCaaS). A thorough review of standards is needed for applicability. This
includes electrical power standards and any other standards for DC distribution, as well as for fast
charging stations and DC microgrids. DCaaS is a business proposition and involves standards, codes,
policy development, and coordination to ultimately be successful. Monetization of the business
proposition requires an approved DC tariff which does not exist.

R&D Needed: No

Recommendation: Pursue a comprehensive review of codes and standards for applicability to DCaaS.
Determine which existing codes and standards apply in specific situations and identify any existing gaps.
Work with public utility regulators to establish DC tariffs.

Priority: Medium

Organization(s): IEEE, NFPA, SunSpec, Emerge Alliance, public utility regulators

Issues Identified, Assessed, and Determined Not to Be Gaps:

The following identifies additional issues discussed by the ANSI Electric Vehicle Standards Panel with
regard to Power (electrical) Systems and Safety. After deliberations, it was determined that these issues
are not currently gaps with regard to codes and standards.

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Point of Interconnection (POI) - Power quality between the charging station and traditional AC and DC
electrical supply systems. This issue is stable and largely covered at the POI by IEEE 519-2014. There are
no gaps for DCaaS at the POI with regard to power quality.

Lack of a standardized interface for EV charging/DERs – standardized electrical behaviors and

responses. UL 9741 covers this behavior for stationary storage and mobile storage vehicles (i.e., EVs).
DER applications are covered under UL 1741. UL 1741 Supplement SC will address bi-directional EVSE for
EV AC V2G export for EVs using SAE J3072 communications. UL 3001, Distributed Energy Generation and
Storage Systems is in development and will provide a means for evaluation of a DER System as a system
and consider hazards associated with the interaction between sources and interaction with external
energy sources such as an area EPS and other DER Systems.

Published Standards and Guidance Documents:

The following identifies standards, codes and guidance documents relevant to Power (electrical)
Systems and Safety. These standards and codes generally relate to power and/or software aspects and a
brief description is provided below.

• ANSI C.12.32-2021, Electricity Meters for the Measurement of DC Energy. Establishes acceptable
performance criteria for revenue grade Direct Current (dc) watt hour Meters and demand Meters.
Accuracy Class designations, Current, Voltage, environmental tests, and electromagnetic
compatibility (EMC) test are covered.
• IEC 61850 Communications Networks and Systems for Power Utility Automation. This is a series of
international standards defining communication protocols for intelligent electronic devices at
electrical substations. It enables integration of all protection, control, measurement, and monitoring
functions and provides a means for high-speed substation protection applications.
• IEEE 519-2014, IEEE Recommended Practice and Requirements for Harmonic Control in Electric
Power Systems. This legacy standard defines the voltage and current harmonics distortion criteria
for the design of electrical systems. This standard reference focuses upon power quality and the
point of common coupling.
• IEEE 1547-2018, IEEE Standard for Interconnection and Interoperability of Distributed Energy
Resources with Associated Electric Power Systems Interfaces. This standard focuses upon technical
specifications for, and testing of, the interconnection and interoperability between utility electric
power systems (EPSs) and Distributed Energy Resources (DERs). It provides requirements relevant to
the performance, operation, testing, safety considerations, and maintenance of the interconnection.
It also includes general requirements, response to abnormal conditions, power quality, islanding,
and test specifications and requirements for design, production, installation evaluation,
commissioning, and periodic tests. This standard includes requirements for bi-directional power
flow and requires that a DER device (including bi-directional chargers) will need to include IEEE
2030.5, SunSpec Modbus, or IEEE 1815 (DNP3) communication interface.

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• IEEE 2800-2022, IEEE Standard for Interconnection and Interoperability of Inverter-Based
Resources (IBRs) Interconnecting with Associated Transmission Electric Power Systems. This
standard establishes uniform technical minimum requirements for the interconnection, capability,
and lifetime performance of inverter-based resources interconnecting with transmission and sub-
transmission systems. Included in this standard are performance requirements for reliable
integration IBRs into the bulk power system, including, but not limited to, voltage and frequency
ride-through, active power control, reactive power control, dynamic active power support under
abnormal frequency conditions, dynamic voltage support under abnormal voltage conditions, power
quality, negative sequence current injection, and system protection.
• OIML G 22, Edition 2022 (E), Electric Vehicle Supply Equipment (EVSE). This guide includes
metrological and technical requirements as well as metrological and performance tests for EVSEs.
This standard is not adhered to in the North American market, but may have relevance for
manufacturers seeking to identify performance metrics.
• UL 916 (Ed. 5), Energy Management Equipment. This standard covers requirements for energy
management and associated sensing devices rated at 600 volts or less and is intended for
installations in accordance with NFPA 70®. This equipment energizes or de-energizes electrical loads
for use of electrical power.
• UL 1741 (Ed. 3), Inverters, Converters, Controllers, and Interconnection System Equipment for Use
with Distributed Energy Resources. UL 1741 is the official industry standard for the certification of
inverter safety and includes safety tests in addition to IEEE 1547.1 conformance tests UL 1741
includes requirements for Power Control Systems (PCS) that are similar to load EMS for generation
equipment. The UL 1741 standard has incorporated a Supplement A (SA) to validate compliance for
“grid support utility interactive inverters,” Supplement B (SB) to validate compliance with grid
support functions, and a pending Supplement C (SC) to incorporate the updated SAE J3072 V2G AC
standard. UL 1741 SA is a standard for inverters more capable of dealing with a volatile grid and
“future proofing” for inverters to actively manage grid functions. Products that meet this
requirement are known as “Grid Support Inverters,” “Smart Inverters,” or “Advanced Inverters.” UL
1741 SB is the updated version that incorporates the testing needed to comply with certification
requirements in IEEE 1547.1-2020. UL 1741 SC (once published) will enable V2G AC EVSE to be
labeled and accepted by local Authorities Having Jurisdiction (AHJs).
• UL 9540 (Ed. 2), Energy Storage Systems and Equipment. This is a safety standard for an energy
storage system and equipment intended for connection to a local utility grid or standalone
application. It designates key issues associates with ESSs, including safety of the battery systems and
functional safety. UL 9540 encompasses two older standards: UL 1973 (for the stationary battery
pack) and UL 1741 (for the inverter). UL 9540A (Ed. 4), ANSI/CAN/ UL Standard for Test Method for
Evaluating Thermal Runaway Fire Propagation in Battery Energy Storage Systems, is a method of
evaluating thermal runaway propagation in an ESS and includes fire testing.
• UL 9741 (Ed. 2), UL LLC Outline of Investigation for Electric Vehicle Power Export Equipment
(EVPE). UL 9741 covers bidirectional EV charging equipment that charges EVs from an electric power
system (EPS) and includes functionality to export power from the EV to an EPS. It is used with UL

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 1741 for power exporting devices. UL 9741 is being updated to accommodate the SAE J3072 V2G
update.
• Measurement Instrument Directive 2014/32/EU. This is a European CE Directive that outlines
safety requirements for all measuring instruments sold within the European Union (EU). While it was
not developed specifically for use in North America, this directive potentially could see future use in
North America.
• NFPA 70®, National Electrical Code® (NEC®), Current Edition 2023. Adopted in all 50 states, this is
the benchmark for safe electrical design, installation, and inspection to protect people and property
from electrical hazards. This code provides safety for any installation/interconnection and applies to
non-utility behind-the-meter (BTM) applications. Article 705, Interconnected Electric Power
Production, Part II, covers Microgrid Systems.
• NFPA 855 Standard for the Installation of Stationary Energy Storage Systems. This standard
provides the minimum requirements for mitigating the hazards associated with energy storage
systems. This standard helps to safeguard the installation of modern energy storage systems (ESS)
and lithium battery storage. NFPA 855 addresses the dangers of toxic and flammable gases,
stranded energy, and increased fire intensity.
• NIST Handbook 44 Specifications, Tolerances, and Other Technical Requirements for Weighing and
Measuring Devices (2023 Edition). Sections 1.10 General, 3.40 Electric Vehicle Fueling Systems and,
where appropriate, 5.55 Timing Devices, Codes are applicable to a commercial EVSE used to refuel a
vehicle (road, air, or marine) when that fuel is sold to the end consumer of that electricity. The
codes contain a comprehensive, uniform set of minimum requirements that are intended to
eliminate from use equipment that gives false readings, or is faulty in construction, not reasonably
permanent in their adjustments or not capable of repeating indications, or that facilitate fraudulent
trade practices. The code requirements provide a means to ensure that the commercial device’s
design, features, operation, installation, or its use (suitability) results in accurate, valid, and
transparent measurements. Most states require that commercial weighing and measuring devices
be type approved prior to their use. The code requirements in NIST Handbook 44 (Sections 1.10 and
3.39, and where appropriate, 5.55) are the basis for type evaluation test criteria and test procedures
which are used to determine an electric vehicle fueling system’s compliance to the code for the
delivery of electrical energy to EVs.
• NIST Handbook 105. This document includes the specifications and tolerances recommended as
minimum requirements for standards used by State and local weights and measures officials and
others in the verification of EVSEs used in quantity determinations of electrical energy. Use of these
standards at all appropriate levels of manufacture, distribution, and weights and measures
inspection will help promote accuracy and uniformity in commerce. These field standards are
suitable for use with measurement devices of the kilowatt in vehicle fueling applications. The
specified specifications and tolerances in this standard are intended to permit the use of the
equipment in normal field testing operations as standards having assigned calibrated values. Field
standards used for legal metrology shall be traceable to national standards through calibration in a
laboratory recognized by NIST for the appropriate parameter, range, and scope.

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In-Development Standards and Guidance Documents:

These standards, codes, and other guidance documents or initiatives relevant to Power (electrical)
Systems and Safety are currently in progress.

• IEEE P2030.12, Draft Guide for the Design of Microgrid Protection Systems. Microgrid deployment
requires a microgrid control system and a microgrid protection system. The design of both systems
needs to consider the nature of the microgrid assets, which may include a significant amount of
DERs, and the modes of operation, either grid-connected or islanded modes. This guide covers the
design and selection of protective devices and the coordination between them for the different
modes of operation of the microgrid. It proposes different approaches to detect and take proper
actions and dependably and securely protect the microgrid and its equipment.
• IEEE P2030.13, Guide for Electric Transportation Fast Charging Station Management System
Functional Specification (draft D2.4). This is a guide for development of a functional specification for
electric transportation fast charging management and control systems, including the energy
management and grid interaction functions. A set of core functions are presented including: electric
transportation energy storage discovery and evaluation of charging requirements; monitoring and
control of charging profiles; charging station energy estimation; energy scheduling and
management; charging station grid interaction; and grid power exchange management.
• UL 3001 (Ed. 1), Distributed Energy Generation and Storage Systems. Distributed Energy Resource
Systems (DER Systems) contain multiple sources of energy that, even when evaluated to their
component or sub-system standards, have the potential for additional hazards not addressed in the
component or sub-system standards. These requirements provide a means for evaluation of the DER
System as a system and consider hazards associated with the interaction between sources and
interaction with external energy sources such as an area electric power system (EPS) and other DER
Systems. This standard is based on the presupposition that the DER System is installed by qualified
persons in accordance with the installation instructions and all applicable installation codes and
standards. Evaluation to this standard should not replace other requirements addressing the control
of power source(s) for the purposes of worker safety during installation, maintenance and
operation. Energized circuits can remain in some PV array equipment, batteries and other storage or
energy sources.

4.2.2. Communications / Controls

The landscape for communications, interoperability, and control of EVs is rapidly evolving for utility grid
and site operators. Utility implementation of smart charging (V1G) and V2G will require the use of
multiple communication protocols to satisfy the need for EV flexibility, with many choices existing for
applications level communications. Ultimately, the speed at which industry understands, adopts, and
utilizes good communications and connectivity standards can be a strongly enabling or potentially
constraining factor to the pace of vehicle-grid-integration and EV adoption. However, the lack of
industry agreement on preferred communications protocols for vehicle-grid-integration offers no clear
path and poses significant challenges moving forward.

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Communication and connectivity protocols define the format, meaning, and method of information
exchange between devices and systems. Communication protocols can be proprietary, the exclusive
property of an organization, or they can be open standards. For utility EV applications, protocols must
be open and standards-based to accommodate the number and variety of charger vendors, EV
manufacturers, and grid interfaces and systems. Interoperability standards, including open protocols,
address the interfaces and communications between devices and systems, and the degree of
interoperability is related to the maturity of the protocol and its ecosystem. The control architecture is
another important consideration in identifying and specifying the required standardization of messaging
protocols between the distribution utility, charging infrastructure, and the EV. Communications,
interoperability, and control are largely agnostic with regard to AC or DC power distribution and AC or
DC system architecture at the charging site.
Given the nascent state of the managed charging and vehicle-to-grid markets, the landscape of protocol
standards and technologies is evolving rapidly across multiple dimensions. The problem is not so much
the need for new standards for communications, interoperability, and control, but reaching consensus
on utilization of existing ones and harmonization therein. As a result, while the value and need for
standards is clear, the path to achieving widespread agreement is neither clear nor simple.

Gaps:
The following identifies codes and standards gaps identified by the ANSI Electric Vehicle Standards Panel
with regard to Communications and Controls.

Gap G11: Structured Information and Energy Services Exchange with Utilities. There is a need for
structured information and energy services exchange to enable utilities to balance utility-side availability
of renewables with site requirements, including EVs, stationary storage, and/or any flexible load to
provide grid services. This gap specifically encompasses the need for structured information exchange to
enable balance and negotiation, not command and control. This includes how to measure,
communicate, and confirm transfer of information. In short, it is an energy services exchange and value
proposition gap and incorporates information transfer at the distribution level.

R&D Needed: Yes, further development and demonstration

Recommendation: Continue to pursue improved mechanisms for structured information and energy
services exchange within the context of IEEE P2030.5 and IEEE P2030.13. Additionally, the North
American Energy Standards Board (NAESB) is working on the transmission side, while the US DOE Grid
Modernization Laboratory Consortium (GMLC) has looked at this extensively over the last five years.

Priority: Medium

Organization(s): IEEE, NAESB, and GMLC

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Issues Identified, Assessed, and Determined Not to Be Gaps:

The following identifies additional issues discussed by the ANSI Electric Vehicle Standards Panel with
regard to Communications and Controls. After deliberations, it was determined that these issues are not
currently gaps with regard to codes and standards.

Interfacing grid management and charging station management systems (CSMS). IEEE 2030.13 and the
Open Charge Point Protocol 2.0 (OCPP 2.0) cover this issue. Additionally, OpenADR is a protocol used
between the grid and other entities (including the CSMS) to communicate demand response signals. IEC
63110 is a work in progress which is a parallel to OCPP.

In the event of a DER fault, how will the EVSE/site behave and communicate its effect upon the utility.
There are formal processes in place to handle associated issues including existing robust systems and
best practices. For example, there are contingencies in place should there be any communication faults
or latency (ISO 26262, functional safety) that requires back-ups for critical systems. Furthermore, IEEE
1547 covers grid aspects.

Published Standards and Guidance Documents:

The following identifies standards, codes and guidance documents relevant to Communications and
Controls. A brief description is provided below.

• IEC 61850 Communications Networks and Systems for Power Utility Automation. This is a
series of international standards defining communication protocols for intelligent electronic
devices at electrical substations. It enables integration of all protection, control, measurement,
and monitoring functions and provides a means for high-speed substation protection
applications.
• IEC 61968. This is a series of standards that define information exchanges between electrical
distribution systems. This includes all the major elements of an interface architecture for
Distribution Management Systems (DMS). IEC 61968-3:2021, Application integration at electric
utilities - System interfaces for distribution management - Part 3: Interface for network
operations, provides utilities with the means to supervise main substation topology (breaker
and switch state), feeder topology and control equipment status through SCADA, AMI and other
data sources. It also provides the means for handling network connectivity and loading
conditions.
• IEEE 1547-2018, IEEE Standard for Interconnection and Interoperability of Distributed Energy
Resources with Associated Electric Power Systems Interfaces. This standard focuses upon
technical specifications for, and testing of, the interconnection and interoperability between
utility electric power systems (EPSs) and Distributed Energy Resources (DERs). It provides
requirements relevant to the performance, operation, testing, safety considerations, and
maintenance of the interconnection. It also includes general requirements, response to
abnormal conditions, power quality, islanding, and test specifications and requirements for

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 design, production, installation evaluation, commissioning, and periodic tests. This standard
includes requirements for bi-directional power flow and requires that a DER device (including bi-
directional chargers) will need to include IEEE 2030.5, SunSpec Modbus, or IEEE 1815 (DNP3)
communication interface.
• IEEE 1815.1-2015, IEEE Standard for Exchanging Information Between Networks Implementing
IEC 61850 and IEEE Std 1815™ [Distributed Network Protocol (DNP3)]. This document specifies
a standard approach for mapping between IEEE 1815 (Distributed Network Protocol (DNP3) and
IEEE 61850.
• IEEE 2030.5-2018, Standard for Smart Energy Profile Application Protocol. This is a standard for
communication between smart grid and consumers providing a means to manage energy usage
and generation, and to enable a secure, interoperable, and plug and play ecosystem of smart
grid devices. This standard defines the application layer with transmission control protocol /
internet protocol (TCP/IP) providing functions in the transport and Internet layers to enable
utility management of the end user energy environment, including demand response, load
control, time of day pricing, management of distributed energy distribution, and electric
vehicles. There is a particular emphasis upon integration of DERs.
• IEEE 2030.7-2017, IEEE Standard for the Specification of Microgrid Controllers. The microgrid
energy management system (MEMS) controls the functions that define the microgrid as a
system that can manage itself, operate autonomously or grid connected, and seamlessly
connect to and disconnect from the main distribution grid for the exchange of power and the
supply of ancillary services. This standard addresses the functions above the component level
associated with the proper operation of the MEMS that are common to all microgrids,
regardless of topology, configuration, or jurisdiction. Testing procedures are addressed.
• IEEE 2030.11-2021, IEEE Guide for Distributed Energy Resources Management Systems
(DERMS) Functional Specification. IEEE 2030.11 provides overall guidance for the application
and deployment of DERMS and DERMS control systems. It proposes a set of core functions,
including: DER discovery/visualization; monitoring of real and reactive power loads and voltage
at specific nodes; and related functional requirements. It also provides guidance on DER
production estimation and scheduling; dispatch of real and reactive power; and provision of DER
ancillary services such as voltage and frequency control/support. It also gives direction on how
to integrate two existing and increasingly popular ways to aggregate DERs into DERMS: namely
virtual power plants (VPPs) and microgrids.
• Modular Energy Systems Architecture (MESA) Standards Alliance. This is an industry
association of electric utilities and technology suppliers. MESA’s mission is to accelerate the
interoperability of Distributed Energy Resources (DERs), in particular utility-scale energy storage
systems (ESS), through the development of open and non-proprietary communication
specifications, based on standards. MESA has developed and published two specifications:
MESA-DER (formerly MESA-ESS) and MESA Device/SunSpec Smart Storage. The MESA-DER
profile based on DNP3 will soon become an IEEE international standard (IEEE P1815.2). MESA
specifications are also tied to SEP 2.0, OpenFMB, and SunSpec.

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 • Open Automated Demand Response (OpenADR). The OpenADR Alliance was created to
standardize, automate, and simplify Demand Response (DR) and Distributed Energy Resources
(DER) to enable utilities and aggregators to cost-effectively manage growing energy demand and
decentralized energy production, and customers to control their energy future. OpenADR is an
open, highly secure, and two-way information exchange model and Smart Grid standard. It
provides a non-proprietary, open, standardized and secure DR interface that allows electricity
providers to communicate DR signals directly to existing customers using a common language
and existing communications such as the Internet.
• Open Charge Point Interface (OCPI). OCPI is an open protocol used for connection between
charge station operators and service providers. This protocol facilitates automated roaming for
EV drivers across several EV charging networks.
• Open Charge Point Protocol 2.01 (OCPP 2.01). This protocol initially was an initiative of the
ELaadNL foundation in the Netherlands with the aim to create an open application protocol
which allows EV charging stations and central management systems from different vendors to
communicate with each other. It evolved into the Open Charge Alliance (OCA) which has
launched an independent OCPP certification program through which EVSE manufacturers and
charging station management system providers (CSMS / back office) are now able to conform
their OCPP 1.6 implementations according to the official OCPP specification. OCPP 2.01
incorporates improvements for things found in the first implementations of OCPP 2.0 during
Plugfests and in the field. Improvements have been made in the areas of security, ISO 15118,
Smart Charging, and the extensibility of OCPP.
• Open Field Message Bus (OpenFMB). The OpenFMB interoperability framework is a standard
ratified in 2016 by the North American Energy Standards Board (NAESB) which enables grid edge
interoperability and distributed intelligence. OpenFMB provides a reference architecture and
framework for allowing intelligent nodes to interact with each other. These nodes manage
distributed resources that communicate via common semantics and federate data locally for
control and reporting.
• SAE J3072-202103, Interconnection Requirements for Onboard, Grid Support Inverter
Systems. This standard establishes requirements for a grid support inverter system function
integrated into a PEV connecting in parallel with an electric power system by way of
conductively coupled EVSE. It defines communication between the PEV and EVSE required for
the PEV onboard inverter to be configured and authorized by the EVSE for discharging at the
site. The requirements herein are intended to be used in conjunction with IEEE 1547 and IEEE
1547.1.

In-Development Standards and Guidance Documents:

These standards, codes, and other guidance documents or initiatives relevant to Communications and
Controls are currently in progress.

• IEEE P1815, Standard for Electric Power Systems Communications-Distributed Network

Protocol (DNP3). Specifies the DNP3 protocol structure, functions, cyber security features and

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 interoperable application options (subset levels). The specified subset level defines the
functionality implemented in each device.
• IEEE P2030, Guide for Smart Grid Interoperability of Energy Technology and Information
Technology Operation with the Electric Power System (EPS), End-Use Applications, and Loads.
When completed it will provide a knowledge base addressing terminology, characteristics,
functional performance and evaluation criteria, and the application of engineering principles for
smart grid interoperability of the electric power system with end-use applications and loads. It
will also discuss alternate approaches to good practices for the smart grid.

4.3. Vehicle to Grid (V2G) 79

Vehicle-to-Grid (V2G) envisions EVs as mobile energy storage units that can be configured as DERs
similar to stationary energy storage systems. Instead of solely drawing power from the grid when
plugged-in, V2G allows EVs to communicate with and provide power and other services to the grid or
connected loads when needed, through bidirectional (or reverse) power flow. This two-way power flow
between the EV and the grid can help balance fluctuations in energy demand since EVs have the
capability to charge during periods of low demand and send power to the grid when demand is high.

V2G technologies introduce additional complexity to grid-integrated equipment due to the variety of
inverter configurations possible, including:

• V2G-DC (direct current): In this configuration, power conversion and smart functions are located
within the EVSE. The EVSE acts as and resembles a stationary smart inverter (a device which
goes beyond the basic inverter function of converting power into a usable electric current to
also offer grid-support benefits and communications functions).
• V2G-AC (alternating current): Here, the EV houses both the power conversion and smart
functions. The EV acts as and resembles a smart inverter, albeit a mobile one.
• V2G-Split Inverter: In this case, power conversion is located with the EV and smart functions are
housed within the EVSE. Neither the EV nor EVSE resemble a smart inverter on their own.

V2G applicable standards are still in relatively early stages of development and involve multiple
standards organizations such as: UL, SAE International, the Institute of Electrical and Electronics
Engineers, Open Charge Alliance (which advances the Open Charge Point Protocol, OCPP), Open
Automated Demand Response (OpenADR) Alliance, and the International Organization for
Standardization (ISO). V2G applicable standards cover a wide range of certification topics (such as
interconnection, EVSE safety and functionality, vehicle functionality, and communications), and there is
no one standard that holistically captures all the way that V2G systems will interact with the grid.

79 Content in this section is adapted from “Paving the Way: Vehicle-to-Grid (V2G) Standards for Electric Vehicles,”
(January 2022), published by the Interstate Renewable Energy Council (IREC)

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4.3.1. V2G Interconnection, EVSE Safety and Functionality
V2G interconnection related matters fall under IEEE 1547tm series of standards and documents. IEEE
Standard 1547tm -2018 for Interconnection and Interoperability of DER with Associated Electric Power
Systems (1547-2018) is the base 1547 standard that supports the proliferation of DERs, as well as the
added smart features, grid support capabilities, and interoperability requirements of DERs. IEEE
Standard 1547-2018 is supported by other documents in the 1547 series that provide clarity and
guidance to implement the baseline requirement. For example, IEEE 1547.1-2020, the conformance test
procedure for DER equipment interconnecting with the grid, specifies the type test, production tests,
commissioning tests, periodic tests, and evaluations that equipment shall conform with to meet IEEE
1547 requirements. IEEE P1547.9, the draft guide for energy storage interconnection, is a new
document in the 1547 series that is currently in development and includes guidance (recommended
practice) that is specific to energy storage, as well an Annex dedicated to the interconnection of
bidirectional EVSE. It is important to note that IEEE 1547.1 has no specific provisions for testing DERs (or
EVSE/EV in this case) that are not stationary. Conformance related concerns including commissioning
tests for V2G-AC may be addressed by the upcoming UL 1741 Supplement SC.

EVSE safety and functionality are covered by UL standards which apply to manufacturers through
product certification. There are two UL standards that apply to V2G technologies: UL 1741 and UL 9741.
The former applies to all types of generation equipment, while the latter applies only to vehicles and
associated equipment. UL 1741 is widely used for grid interconnection and provides guidance for
evaluating inverters with specific grid compliance requirements (i.e., compliance with California’s Rule
21, Hawaii’s Rule 14H, and other interconnection rules). In a V2G-DC system, the EVSE can be
considered a stationary inverter, and therefore interconnection requirements, including conformance to
grid integration can be met when the V2G-DC EVSE is certified to UL 1741. UL 1741 cannot be directly
used to certify equipment installed in an electric vehicle (for a V2G-AC system) because many of the
requirements in UL 1741 relate to safety and construction requirements. A new revision to UL 1741 (Ed.
3) was published in September 2021 and includes a revision to Supplement SB and other updates. SAE
developed J3072 to address onboard inverter issues and J3068/2 addresses bidirectional flow for three-
phase power.

Gap G12: Assess UL 1741 V2G Integration Requirements. Assess and potentially revise UL 1741 and
Supplements to ensure it properly accounts for V2G integration. Currently, most requirements cannot
be used for automotive electronics and an automotive version would be needed (SAE J3072 was created
for this purpose).

R&D Needed: Yes

Recommendation: Assess and revise, if necessary, UL 1741. The UL 1741 Supplement SC task group
should continue to support SAE J3072 and J3068/2 for V2G-AC.

Priority: Medium

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Organization(s): UL, SAE, IEEE

UL 9741 covers bidirectional EVSE and applies to V2G-DC as well as V2G- AC systems. As written, the
standard relies on UL 1741 for guidance, evaluation, and testing to meet grid integration requirements.
Unlike UL 1741 which only applies to discharging, UL 9741 could be used for charging and discharging.
UL 9741 is changing and will likely continue to evolve to align with 1741 revisions. The new version of UL
9741 may also include requirements for off-grid power generation (e.g., V2H, V2L).
The May 2021 UL 9741 release covers both unidirectional and bidirectional equipment connected to EV.
This also includes bidirectional equipment that is configured to operate in unidirectional mode.

Gap G13: Maintain alignment between UL 9741 and UL 1741. With regard to V2G, these two standards
complement each other and it is important to maintain alignment as they are revised. For UL 9741 to
apply to V2G-AC, the standard needs to align with UL 1741 Supplement SC which calls out conformance
to SAE J3072.

R&D Needed: Yes

Recommendation: Continue to update UL 9741 to achieve alignment with evolving UL 1741

Priority: Medium

Organization(s): UL, SAE, IEEE

4.3.2. V2G and Vehicle Functionality

SAE addresses EV standards and vehicle functions with regard to V2G. The three V2G-related SAE
standards that support mobile systems and define the interaction between the vehicle and the grid
include J2836/3, J2847/3, and J3072. SAE J2836/3 is a broad information report (not a standard) that
explains different approaches for using the energy of an EV battery to power remote loads (V2L), to
serve as a backup generator for a home (V2H) or engage in smart functions with the utility grid (V2G).
J2836/3 was revised in January 2017 to reflect the use of J3072 in place of UL 1741 for V2G-AC. J2847/3,
first released in December 2013, is a recommended practice (not a standard) that provides guidance for
using IEEE 2030.5-2013, the IEEE Standard for Smart Energy Profile Application Protocol DER Function
Set on V2G applications. This is a supplement to using IEEE 2030.5 standard. J2847/3 was revised in
March 2021 to reflect the 2018 update of IEEE 2030.5.

SAE J3072, on the other hand, is an actual standard that provides interconnection requirements for
onboard inverter systems. SAE J3072 establishes requirements for grid support inverter system
functions which are integrated into a PEV, and which connects in parallel with an electric power system
via an EVSE. This standard also defines the communication between the PEV and EVSE required for the
PEV onboard inverter function to be configured and authorized by the EVSE for discharging at the site.
After publication of IEEE 1547-2018 and IEEE 1547.1-2020, SAE revised J3072 to reflect the updated DER
requirements and interoperability reflected in the newer IEEE standard. The March 2021 release of

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J3072 also offers optional support to IEEE 1547-2003 and IEEE 1547.1-2005. SAE J3072 provides a path
to certification for on-board inverters, based partially on testing and certifying J3072 with other required
standards. In short, SAE J3072 can be thought of as the UL 1741 equivalent in terms of grid integration,
providing a certification path for mobile inverters.

Gap G14: Revise SAE J3072 to harmonize with UL 1741 SB. SAE J3072 currently references IEEE 1547
(2018) and IEEE 1547.1 (2020); however, it does not currently reference UL 1741 Supplement SB. UL
1741 Supplement SB contains approximately 30 pages of additions and corrections that need to be used
in conjunction with the IEEE 1547 standard suite. IEEE 1547 is the test standard where UL 1741 is the
certification standard. They need to be used together. There are plans to amend J3072 to reference UL
1741 Supplement SB due to this situation. Note: J3072 inverters are intended to be used in conjunction
with UL 1741 Supplement SC bidirectional EVSE (BEVSE).

R&D Needed: Yes

Recommendation: Amend J3072 to reference and align with UL 1741 Supplement SB.

Priority: Medium

Organization(s): SAE, IEEE, UL

4.3.3. V2G Communication Protocols

Communication protocols (also known as interoperability protocols) represent another critical element
of DER integration and V2G. Communication protocols provide a channel through which information is
exchanged with DERs in a consistent manner. There are several communications protocols utilized in the
industry. Some protocols are proprietary (made by a single company with access restricted) and some
are open (available to anyone for use, although there may be an associated cost). These protocols
include IEEE 2030.5, OCPP 2.01, OpenADR, and ISO/DIS 15118. These protocols are rapidly evolving and
significant changes are expected in the future. Some of these changes relate directly to V2G
implementation (e.g., charge, discharge, scheduling, management, etc.) and some relate indirectly (such
as cybersecurity). IEEE 2030.5 is expected to have immediate impacts on DERs by establishing channels
for communications between EVs and EVSE, EVSE and energy management systems, and between EVSE
and DER aggregators (particularly in the U.S.). Similarly, SunSpec Modbus and DNP3 AN 2018-001 (both
of which apply to DER interface, as allowed for in IEEE 1547-2018), are likely to interact with SAE
standards in the future. IEEE 1547 specifically requires local hardwired connection via transmission
control protocol / internet protocol (TCP/IP) which is challenging for an electric vehicle, and, to date is
unresolved. In addition, OCPP is undertaking harmonization with IEC 61850 data objects to meet
European requirements. V2G use cases are being described in IEC 63882 and IEC 63460, including “EV as
DER”.

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Gap G15: Assess Interoperability Between Communication Protocols and Standards. Interoperability
incorporates seamless implementation of communication protocols and standards, including
coordinated testing procedures to verify end to end performance for grid interaction and support. The
ability to assess interoperability between the utility and the downstream DER via allowed protocols per
IEEE 1547 (IEEE 2030.5, SunSpec Modbus, and DNP3) is required to ensure utility / DER compatibility. UL
1741 Supplement SB (through reference to IEEE 1547) requires testing with the implemented
protocol(s).

R&D Needs: No

Recommendation: Assess interoperability between communication protocols and standards

Priority: Low

Organization(s): UL, IEEE, ISO, OpenADR, SunSpec, DNP3, OCPP

There are several considerations on how different system configurations will be tested and certified.
First, the existence of multiple configurations at the early stages of industry adoption adds complexities
to the certification process. Second, depending on the design configurations of the mobile systems,
partial certification (as opposed to full certification) may be necessary. Testing can be done by third
parties (such as Nationally Recognized Testing Laboratories (NTRLs) using applicable UL documents) or
manufacturers can self-certify using SAE documents. However, utilities may be uncomfortable
evaluating systems that have not been fully certified by a third party. Finally, there are several
communications protocols applicable to V2G technologies and this is an area experiencing significant
evolution in the industry.

Published Standards and Guidance Documents:

The following identifies standards, codes, protocols, and guidance documents, etc. relevant to Vehicle-
to-Grid (V2G) applications for electric vehicles.

• IEC 61850: 2023 SER, Communication networks and systems for power utility automation - ALL
PARTS
• IEC SRD 63460 EDI, Architecture and use-cases for EVs to provide grid support functions is
anticipated to be published July 2024.
• IEC TR 63882: 2020, LVDC systems - Assessment of standard voltages and power quality
requirements (2020-11-27)
• IEEE 1547-2018, Interconnection and Interoperability of Distributed Energy Resources with
Associated Electric Power Systems Interfaces (2018-02-15)
• IEEE 1547.1-2020, Conformance Test Procedures for Equipment Interconnecting Distributed
Energy Resources with Electric Power Systems and Associated Interfaces (2020-03-05)

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 • IEEE P1547.9 Guide for Using IEEE Std 1547 for Interconnection of Energy Storage Distributed
Energy Resources with Electric Power Systems (2022-06-16)
• IEEE 2030.5-2018, Standard for Smart Energy Profile Application Protocol (2018-05-07)
• UL 1741 (Ed. 3), Inverters, Converters, Controllers and Interconnection System Equipment for
Use With Distributed Energy Resources
• UL 9741 (Ed. 2), UL LLC Outline of Investigation for Electric Vehicle Power Export Equipment
(EVPE). UL 9741 will be published as a consensus standard in July 2023 and harmonized as a
binational standard with CSA 22.2 No. 348 Vehicle to Grid Charging Equipment.
• SAE J2836/3, Use Cases for Plug-In Vehicle Communication as a Distributed Energy Resource
(2017-01-18)
• SAE J2847/3, Communication for Plug-in Vehicles as Distributed Energy Source (2021-03-23)
• SAE J3072, Interconnection Requirements for Onboard, Grid Support Inverter Systems (2021-03-
10)
• Open Charge Point Protocol 2.01 (OCPP 2.01)
• OpenADR 2.0
• ISO 15118-2:2014, Edition 1.0, Road vehicles -- Vehicle-to-Grid Communication Interface -- Part
2: Network and application protocol requirements (2014-03-31)
• ISO 15118-20:2022, Edition 1.0 , Road vehicles - Vehicle to grid communication interface - Part
20: Network and application protocol requirements (2022-04-26)

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5. Cybersecurity
A lack of cybersecurity has the potential to be a major impediment to the large-scale adoption and
integration of EVs with the grid. The vast cross-sectoral nature of the EV ecosystem, combined with the
complexity of systems and technologies required to integrate EVs onto the grid, exposes a multitude of
cybersecurity risks. Apart from AC Level 1 chargers, EVSE has evolved rapidly to be networked and
maintain a wide variety of communication functions. As communication networks for EVs, EVSE, and
external systems increase, the attack surface also increases, leaving the charging infrastructure and
wider EV ecosystem more open to exploitation of cybersecurity vulnerabilities. Cybersecurity breaches
can affect the ability of charging equipment to function, expose personally identifiable and financial
information, and more ominously affect safe operations of the charging equipment and the vehicles
themselves, both during the charging processes and vehicle utilization.

A major challenge posed by compromised charging infrastructure is the threat it poses to the electric
grid. A localized cyber-physical attack on a set of EVSE/charging stations can lead to a sudden addition or
reduction of loads that can cause voltages imbalances and undesirable power quality impacts leading to
local disruptions such as brownouts, market disruptions, and damaged equipment. Large-scale,
coordinated cyber-physical attacks on charging infrastructure supporting large-scale EV implementation
can also lead to wider grid disruptions, such as blackouts over large geographical areas. Finally, it is
important to note that cybersecurity must be continually addressed as no EV ecosystem will ever be
entirely secure and threats will continually evolve.

Challenges to secure the vast cross-sectoral EV ecosystem (including EVs, charging infrastructure, and
the grid) result from the multi-stakeholder environment, multiple sectoral interfaces, centers of control,
and conflicting jurisdictional requirements and responsibilities. These factors blur lines of responsibility
and delineation of roles between stakeholders with regard to cybersecurity. Furthermore, there is an
overall lack of inter-sectoral working experience, coordination, and trust amongst the EV ecosystem’s
stakeholders. Establishing and structuring trust is key in many areas including cryptographic authenticity
and integrity checks when providing system patching via over-the-air (OTA) updates, securing cloud
services, achieving best-in-class network tools, as well as physical security. Trust is enhanced by greater
user and information authentication through application of methodologies for data encryption,
integrity, and secrecy, as well as more secure methodologies for command and control between
stakeholders. Especially challenging are the interfaces and interconnections between each of the sectors
and ecosystem components, and that cybersecurity for the EV ecosystem involves critical infrastructure
and massive power devices. An additional barrier is that there are currently no specific guidelines for
implementing EV charging cybersecurity.

To strengthen the cybersecurity measures within the EV ecosystem, it is crucial to implement a risk-
based approach that prioritizes addressing the most significant threats rather than attempting to cover
all possible risks. This approach can be achieved by regularly conducting risk assessments to identify and
analyze the most critical vulnerabilities and update the security measures accordingly. By focusing on

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the most significant risks, stakeholders can efficiently allocate their resources and efforts, ensuring that
the most pressing issues are addressed in a timely manner.

It is essential to establish a multi-layered defense strategy that combines technical, organizational, and
procedural measures. Given the complexity of the EV ecosystem, a multi-layered defense strategy can
provide more robust protection against potential cyberattacks. Key components of this strategy should
include network segmentation, strong access control, encryption, and continuous monitoring. Network
segmentation can help isolate compromised systems and prevent the spread of attacks, while strong
access control ensures that only authorized users can access critical systems and information.
Encryption can protect sensitive data from unauthorized access, and continuous monitoring can help
detect and respond to potential security incidents. It is up to the stakeholders to identify which of these
layers are the most important for their network / system. The figure below presents a communication
architecture developed through industry engagement to identify the majority of specific
communications standards, interconnections, control elements, and connections to the grid of an
extreme fast charging (XFC) infrastructure. Within the figure, the blue shading represents the charging
facility itself, with on-site distributed energy resources (battery storage, onsite PV), control and
conversion systems, communications, and extreme fast chargers. At the charge site, multiple entities
and equipment are all communicating which need to be protected. In the upper left of the figure,
important utility elements are shown including electricity transmission and distribution and associated
control via the cloud. The balance of the figure largely presents various cloud services, including the
vendor responsible for authorizing charging services and OEM communications with the electric
vehicles. This figure helps illustrate the extent of the EV charging ecosystem that needs to be considered
from a cybersecurity perspective.

Consequence-Driven Cybersecurity for High Power EV Charging Infrastructure"

(INL and NREL, October 2020)1

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The U.S. Department of Transportation (DOT) Federal Highway Administration (FHWA) National Electric
Vehicle Infrastructure (NEVI) Formula Program will provide funding to States to strategically deploy EV
charging stations and to establish an interconnected network to facilitate data collection, access, and
reliability. A NEVI Formula Program Final Rule has been released which states the following in Section
680.106, Installation, operation, and maintenance by qualified technicians of electric vehicle charging
infrastructure

(h) Security. States or other direct recipients must implement physical and cybersecurity
strategies consistent with their respective State EV Infrastructure Deployment Plans to ensure
charging station operations protect consumer data and protect against the risk of harm to, or
disruption of, charging infrastructure and the grid. 80

(1) Physical security strategies may include topics such as lighting; siting and station design to
ensure visibility from onlookers; driver and vehicle safety; video surveillance; emergency call
boxes; fire prevention; charger locks; and strategies to prevent tampering and illegal
surveillance of payment devices.

(2) Cybersecurity strategies may include the following topics: user identity and access
management; cryptographic agility and support of multiple PKIs; monitoring and detection;
incident prevention and handling; configuration, vulnerability, and software update
management; third-party cybersecurity testing and certification; and continuity of operation
when communication between the charger and charging network is disrupted. 81

and

(l) Customer Data Privacy. Charging station operators must collect, process, and retain only that
personal information strictly necessary to provide the charging service to a consumer, including
information to complete the charging transaction and to provide the location of charging
stations to the consumer. Chargers and charging networks should be compliant with appropriate
Payment Card Industry Data Security Standards (PCI DSS) for the processing, transmission, and
storage of cardholder data. Charging Station Operators must also take reasonable measures to
safeguard consumer data. 82

Gaps:
The following identifies codes and standards gaps identified by the ANSI Electric Vehicle Standards Panel
with regard to cyber-physical security.

80 https://www.federalregister.gov/d/2023-03500/p-375
81 https://www.federalregister.gov/d/2023-03500/p-377
82 https://www.federalregister.gov/d/2023-03500/p-386

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Gap S1: Comprehensive review of cybersecurity codes and standards for applicability to the EV
charging ecosystem. Gaps should be identified and prioritized.

R&D Needed: No

Recommendation: Conduct a comprehensive inventory and review of standards with regard to

cybersecurity applicability across the EV charging ecosystem. Ascertain potential gaps with regard to
cybersecurity. In Winter 2023, Southern California Edison proceeded on a project for the California
Energy Commission to explore cybersecurity codes and standards gaps with stage 1 focusing on
identifying gaps and stage 2 to initiate addressing them.

Priority: High

Organization(s): Industry, Government, SDOs

Gap S2: The lack of an end-to-end secure trust chain and encryption system for the EV charging
ecosystem. This results from the use of different protocols and data transfer mechanisms between EV
charging related systems. An entity trust chain is needed across all elements of the EV charging
ecosystem incorporating a comprehensive public key infrastructure (PKI).

R&D Needed: Yes

Recommendation: Industry consensus and implementation is needed for a comprehensive end-to-end

trust chain incorporating a PKI system for the EV charging ecosystem. Consideration could be given to
the Cab Authority Browser (CAB) forum as a model to reach consensus. While it appears that in some
cases EV-EVSE communications may be fully encrypted, it not clear that other communication channels
within the EV ecosystem (e.g., from the charging stations to the EVSPs, and between CNOs) are fully
secure. ISO 15118 provides guidance on secure communications, but gaps remain. IEEE P2030.5
indicates there must be end-to-end security but does not provide the means to achieve this. Close
coordination should be established with the SAE EV Collaborative Research Project (CRP) which has
developed a PKI system and is now shifting to implementation. Standards that support a V2G
communications interface include: IEC 62351 and IEC 62443 (both of which reference ISO 15118-2 and
15118-20) to ensure system security, including cybersecurity protection of digital keys. ISO 15118-2 and
ISO 15118-20 work together to support the EV to grid interface. As appropriate, implement codes and
standards development to reflect implementation of an industry agreed upon PKI.

Priority: High

Organization(s): Industry including equipment and system manufacturers, CNOs, aggregators, PKI
infrastructure developers, Government, Associations, and SDOs

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Gap S3: Cybersecurity and Data Privacy. Due to the nature of cybersecurity, the interactions of systems,
and the emerging threats environment, there is an ongoing need for guidelines and standards to address
cybersecurity and data privacy concerns specific to EVs and smart grid communications. Architectures
should be designed with cybersecurity in mind.

R&D Needed: No

Recommendation: Develop guidelines and standards to address cybersecurity and data privacy concerns
specific to EVs and smart grid communications.

Priority: High

Organization(s): IEC, IEEE, ISO, NIST, SAE, UL

Gap S4: Robust “Security-by-Design.” Security-by-Design is needed for equipment and systems
throughout the EV charging ecosystem.

R&D Needed: Yes

Recommendation: Assess cybersecurity requirements in the initial design phases of equipment and
systems throughout the EV charging ecosystem. This should be a broad-based assessment examining
cybersecurity risks across the EV ecosystem including such areas as mobile apps and platforms. Identify
common methods including required and optional features and functions. Establish robust metrics
identifying security-by-design; for example, passing vulnerabilities testing. Consider exploration of other
industries with similar challenges. Identify gaps and provide recommendations to serve as a model and
establish a framework for future codes and standards development. Implement codes and standards, as
appropriate, to advance “Security-by-Design” practices.

Consideration could be given for a process similar to the "Threat and Risk Analysis" that is part of ISO
21434 and UNECE R155, and that can apply to EVSEs (and is already done on EVs today for models that
are sold in the UNECE countries). Consideration should be given to existing "security by design"
requirements already in place in the automotive industry.

Priority: Medium

Organization(s): Auto OEMs, EVSE manufacturers, CNOs, EVSPs, utilities, Government, and SDOs

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Gap S5: Digital Cybersecurity as Part of Interconnection Standards. Cybersecurity threats exist at the
power system point of interconnection. The digital interconnection could be compromised which may
affect the electrical interconnection. Presently, there appears to be no standards requirements nor
other guidance for utilities to address digital cybersecurity challenges.

R&D Needed: Yes

Recommendation: Assess the need and requirements for cybersecurity as part of power system
interconnection standards. Determine cybersecurity challenges facing the digital interface (such as
digital entry points) and the hosting capability of existing systems. As part of interconnection
agreements, electricity providers should query downstream entities on factors potentially affecting
digital cybersecurity such as the number of inverters envisioned to be operating. As appropriate,
undertake cybersecurity codes and standards development for power system interconnection.

Priority: Medium

Organization(s): Electric utility industry, Government, Aggregators, and SDOs

Gap S6: Cybersecurity of Power Management under DER Aggregation Scenarios. Cybersecurity gaps
exist with regard to aggregation of DERs for Grid Services and subsequent power management.

R&D Needed: Yes

Recommendation: Assess cybersecurity threats resulting from the aggregation of DERs and subsequent
power management within the context of grid services. Identify requirements under multiple use case
scenarios, considering broad elements such as the use of telemetry and ability of aggregators to ensure
security. Consider IEEE P2030.5 and FERC 2222 as a starting place for guidance. As appropriate,
implement codes and standards development to mitigate risks.

Priority: Medium

Organization(s): Industry, Government, equipment and system developers, and SDOs

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Gap S7: Cybersecure Firmware and Software Updates. Cybersecurity posture, unlike safety, diminishes
over time as the threat landscape evolves and new vulnerabilities are uncovered. Therefore,
updating/patching of software is absolutely paramount to maintain good cybersecurity for the life time
of vehicles.

There is a need for secure firmware and software updates for equipment and systems within the EV
charging ecosystem. Signed, authenticated updates are required from trusted sources. Although some
OEMs also have developed their own algorithms to protect firmware/software updates, open-sourced
the algorithms, and shown they are compatible with the majority of automotive processors on the
market today, the approaches are fragmented and may need standardization.

R&D Needed: Maybe. It would be helpful to obtain data which would provide OEMs a mechanism to
ensure trust in and provide authorization, certification, and dissemination.

Recommendation: Determine needs and requirements, and as appropriate, implement codes and
standards development. Explore industry best practices.

Priority: High

Organization(s): OEMs, EVSE manufacturers, EVSPs, and SDOs

Gap S8: EVSE Cyber-physical Vulnerabilities. EVSE have physical vulnerabilities that can serve as threat
vectors and cascade to cybersecurity high consequence events.

R&D Needed: Yes

Recommendation: Compile a thorough assessment of EVSE physical vulnerabilities and ascertain the
principal threat vectors within the overarching physical design. Examples may include such items as
debug ports (JTAGs), lockable cabinets, and physical issues of the cable such as broken wire and the
potential to wrap and extract information. Prepare recommendations for mitigation. Conduct standards
development culminating in a recommended practice addressing EVSE physical vulnerabilities.

Priority: Medium - Low

Organization(s): EVSE manufacturers, national laboratories, and SDOs

Issues for Future Consideration:

The following identifies additional issues discussed by the ANSI Electric Vehicle Standards Panel with
regard to cybersecurity. After deliberations, it was determined that the following are not currently
specific, actionable gaps with regard to codes and standards. Nonetheless, they are important issues for
cybersecurity of the EV ecosystem. In the future, these issues may evolve to necessitate the
development of new codes and standards requirements.

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Cybersecurity Forum: There is a clear need for a broad, all-inclusive cybersecurity forum to openly
discuss, identify, and resolve pressing cybersecurity issues with regard to the EV charging ecosystem
that may eventually encompass codes and standards development activities. It could clarify roles and
responsibilities of EV charging system stakeholders.

Baseline Cybersecurity Redundancy and Resiliency: As a result of constantly evolving cybersecurity

threats, there is a need to encourage minimum cybersecurity redundancy and resiliency within the EV
charging ecosystem. This would include retention of a minimum level of functionality and
communication under any circumstances and could include implementation of mechanisms such as
phase change materials. This is a gap in best practices and is a commercial issue. Potentially relevant
guidance includes NISTIR 7628, NIST Cybersecurity Framework, NIST SP 800-53, and the NIST eXtreme
Fast Charging (XFC) Infrastructure Cybersecurity Framework (CSF) Profile expected in the Fall of 2023.

Implementation of updated codes and standards: Equipment and system manufacturers should
develop plans and processes to actively monitor and respond to the evolution of codes and standards
development. This will enable awareness and adoption of the most current and relevant codes and
standards with regard to cybersecurity for the EV charging ecosystem.

Incompatibility between new and legacy EVs and EVSE: Standards tend to support backward
compatibility; however, the potential exists for man-in-the-middle attacks that could spoof the EV and
EVSE to revert to unsecured communications. Both the EV and EVSE would have to be compromised.
This area is relatively unexplored and numerous scenarios exist that could be exploited.

Response and Recovery: Currently, there are no standards nor baseline guidance for response and
recovery from cybersecurity attacks on the EV charging ecosystem. There is a need for governmental
and industry entities to identify clear response and recovery requirements to address a broad spectrum
and severity of cybersecurity attacks. Examples may include processes for collecting logs when systems
go off-line and for reflashing. Proprietary logs currently exist in vehicles, but regulators need access to
analyze whether a cybersecurity threat has been fully resolved. Examine industries with similar
challenges. In the future, as appropriate, implement codes and standards development to address
cybersecurity response and recovery.

Supply Chain: There is a need for governmental and industry entities to identify supply chain
cybersecurity risks. Examine industries with similar challenges. Identify origins of hardware and software
and the means to secure the supply chain process. Identify equipment being incorporated at stations,
across the sector, and any commonalities to ascertain security. Establish metrics and measurements
ratings for implementation of hardware and software over time.

Standardized Procurement Language: Explore methodologies and risk-based options to institute

standardized procurement processes to enhance the security of equipment and systems acquisition for
the EV charging ecosystem. Examine industries with similar challenges and related efforts such as the
Department of Defense Procurement Section 1260H covering forbidden suppliers and the National

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Defense Authorization Act (NDAA) 889 for the procurement of certain blacklisted telecommunication
and video surveillance equipment. There is a draft PNNL/INL document on Sample Cybersecurity Clauses
for EV Charging Infrastructure Procurements being brought forward by the Joint Office for Energy and
Transportation of DOE and DOT. Identify requirements. In the future, as appropriate, implement codes
and standards development to address the development of standardized procurement language.

Data Management: Examine internal data handling methodologies within the EV station and across the
EV charging ecosystem. Establish requirements for secure data management. As appropriate, implement
codes and standards development for the design of secure data systems and handling.

Apps and User Behavior: Explore expectations and behaviors of individual app users to enforce
cybersecurity across the EV charging ecosystem. Identify roles and responsibilities, permissions to be
given, and appropriate actions for app users. Determine inappropriate actions and misuse of credentials.
Establish requirements for secure app development and authentication of use. As appropriate,
implement codes and standards development to address challenges therein.

Published Standards and Guidance Documents:

The following identifies standards, codes, and other guidance documents relevant to cybersecurity
throughout the EV charging ecosystem. A brief description is provided below:

• IEC 63119-1:2019 ED1, Information Exchange for Electric Vehicle Charging Roaming Service -
Part 1: General (2019-06-26). Establishes a basis for other parts of IEC 63119 specifying terms
and definitions, general description of the system model, classification of information exchange
and security mechanisms for roaming between EV service providers (EVSPs), charging station
operators, and the clearinghouse.
• IEC 61970:2023 SER ED1, Energy Management System Application Program Interface (EMS-
API) – ALL PARTS (2023-01-03). Relevant to automation, cybersecurity, smart cities, and smart
energy.
• IEC 62351:2023 SER ED1, Power Systems Management and Associated Information Exchange -
Data and Communications Security - ALL PARTS (2023-01-18)
• IEEE 1686-2022 IEEE Standard for Intelligent Electronic Devices Capabilities. This standard
defines the functions and features to be provided in intelligent electronic devices (IEDs) to
accommodate cybersecurity programs.
• IEEE 2030.5-2018 Standard for Smart Energy Profile Application Protocol: A standard for
communication between smart grid and consumers providing a means to manage energy usage
and generation, and to enable a secure, interoperable, and plug and play ecosystem of smart
grid devices. This standard defines the application layer with TCP/IP providing functions in the
transport and Internet layers to enable utility management of the end user energy environment,
including demand response, load control, time of day pricing, management of distributed
energy distribution, and electric vehicles. There is a particular emphasis upon integration of
DERs.

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 • ISO 15118-2:2014, Edition 1.0 (2014-03-31), Road vehicles -- Vehicle-to-Grid Communication
Interface -- Part 2: Network and application protocol requirements.
• ISO 15118-20:2022, Edition 1.0 (2022-04-26), Road vehicles - Vehicle to grid communication
interface - Part 20: Network and application protocol requirements. ISO 15118-2 and -20
specify the communication between electric vehicles and plug-in hybrid vehicles with electric
vehicle supply equipment (EVSE). Part 20 is the underlying communication technology to enable
bidirectional power transfer for AC and DC (Combined Charging Systems – CCS) and incorporates
enhanced cybersecurity features.
• ISO 24089:2023, Road vehicles – Software update engineering. Specifies engineering
requirements for software updates to road vehicles, including both vehicle and supporting
infrastructure. All delivery methods are covered, e.g., wired, wireless over-the-air (OTA), as well
as those requiring a skilled person. Verification and validation of software update packages are
also covered.
• ISO/IEC 27001 series of standard for Information Security Management Systems (ISMS) and
their requirements. Additional best practices in data protection and cyber resilience are covered
by more than a dozen standards in the ISO/IEC 27000 family. Together, they enable
organizations of all sectors and sizes to manage security assets such as financial information,
intellectual property, employee data, and information entrusted by third parties.
• ISO/SAE 21434: 2021, Road Vehicles – Cybersecurity Engineering: Specifies engineering
requirements for cybersecurity risk management regarding concept, product development,
production, operation, maintenance, and decommissioning of electrical and electronic (E/E)
systems in road vehicles, including their components and interfaces. A framework is defined
that includes requirements for cybersecurity processes and a common language for
communicating and managing cybersecurity risk.
• National Motor Freight Trucking Administration (NMFTA) / DOT: NMFTA / DOT have developed
cybersecurity requirements for medium- and heavy-duty electric vehicles. This includes a
technical report entitled Extreme Fast Charging (XFC) Cybersecurity Threats, Use Cases and
Requirements for Medium and Heavy Duty Electric Vehicles.
• NFPA 70®, National Electrical Code® (NEC®) Current Edition 2023. The 2023 version of the NEC
includes new requirements related to cybersecurity. Section 110.3 (A) has added cybersecurity
to the list of considerations for equipment acceptance. NEC Section 240.6 (D) requires
cybersecurity evaluation for remotely-adjustable circuit breakers.
• NIST Framework for Improving Critical Infrastructure Cybersecurity (Cybersecurity
Framework): The NIST Cybersecurity Framework can be considered a best practice that
describes a holistic approach to mitigating cyber threats across complex systems. The
Framework consists of six concurrent and continuous functions: Identify, Protect, Detect,
Respond, Recover, and Endure. This Framework provides an outline of critical areas to address
with regard to cybersecurity, and when considered together these functions provide a high-
level, strategic, lifecycle view of cybersecurity risk.
• NIST SP 800.53 Rev 5 (2020): Security and Privacy Controls for Information Systems and
Organizations: This publication provides a catalog of security and privacy controls for

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 162 of 170
 information systems and organizations to protect organizational operations and assets,
individuals, other organizations, and the Nation from a diverse set of threats and risks, including
hostile attacks, human errors, natural disasters, structural failures, foreign intelligence entities,
and privacy risks. The controls are flexible and customizable and implemented as part of an
organization-wide process to manage risk.
• NISTIR 7628 Rev 1: Guidelines for Smart Grid Cybersecurity: Published in 2014, NISTIR 7628
provides an analytical framework that stakeholders can use to develop effective smart grid
related characteristics, risks, and vulnerabilities. Stakeholders can use methods and supporting
information as guidance for assessing risk and identifying and applying appropriate security
requirements.
• Open Charge Point Protocol 2.01 (OCPP 2.01): This protocol initially was an initiative of the
ELaadNL foundation in the Netherlands with the aim to create an open application protocol
which allows EV charging stations and central management systems from different vendors to
communicate with each other. It evolved into the Open Charge Alliance (OCA) which has
launched an independent OCPP certification program through which EVSE manufacturers and
charging station management system providers (CSMS / back office) are now able to conform
their OCPP 1.6 implementations according to the official OCPP specification. OCPP 2.01
incorporates improvements for things found in the first implementations of OCPP 2.0 during
Plugfests and in the field. Improvements have been made in the areas of security, ISO 15118,
Smart Charging, and the extensibility of OCPP.
• SAE J2931/7_2018, Security for Plug-in Electric Vehicle Communications, an SAE Information
Report, establishes the security requirements for digital communication between Plug-In
Electric Vehicles (PEV), the Electric Vehicle Supply Equipment (EVSE) and the utility, ESI,
Advanced Metering Infrastructure (AMI) and/or Home Area Network (HAN).
• UL 2941 (Ed. 1), UL LLC Outline of Investigation for Cybersecurity of Distributed Energy &
Inverter Based Resources applies to cyber security evaluation for network connected inverter-
based resources and parts of IBR systems that provide software-based and firmware-based
controls, including, but not limited to such devices as inverters, monitoring, and controller
devices. It describes the minimum cybersecurity requirements that IBR equipment shall support.
• ANSI/CAN/UL 2900-1 (Ed. 1), Software Cybersecurity for Network-Connectable Products, Part
1: General Requirements. This standard provides methods by which a product shall be
evaluated and tested for the presence of vulnerabilities, software weaknesses, and malware. It
includes requirements regarding the presence of security risk controls in the architecture and
design of a product.
• UL 5500 (Ed. 1), Standard for Safety for Remote Software Updates. This standard covers
REMOTE software updates taking into account the manufacturer's recommended process. It is
limited to software elements having an influence on safety and on compliance with the
particular end product safety standard. This standard additionally covers hardware compatibility
necessary for safety of the REMOTE software update.
• United Nations (UN) Regulation No. 155, Uniform provisions concerning the approval of
vehicles with regard to cyber security and cyber security management system (2021-04-03)

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 163 of 170
 • United Nations (UN) Regulation No. 156, Uniform provisions concerning the approval of
vehicles with regard to software update and software updates management system (2021-04-
03)
• United Kingdom Electric Vehicles (Smart Charge Points) Regulations 2021: Codifies the
inclusion of smart functionality in privately owned chargers at homes and offices. As of
December 2022, the regulation requires all new charge points to meet a set of security
requirements.
• UPTANE Series of Standards. Provides a technical framework for software update security for
the automotive industry, including best practices on authentication using digital signatures.
• USDOT Government Fleet and Public Sector EVSE Cybersecurity Best Practices and
Procurement Language Report: Review of current state of EVSE cybersecurity while providing
guidance and best practices that can be used across the DOE and Federal electric vehicle and
electric truck sectors.

In-Development Standards and Guidance Documents:

These standards, codes, and other guidance documents or initiatives relevant to cybersecurity are
currently in progress.

• California Public Utilities Commission is currently working on cybersecurity requirements for

EVSE.
• IEC 63119-4 ED1, Information Exchange for Electric Vehicle Charging Roaming Service .
• IEEE 1547.3-2007 Guide for Monitoring, Information Exchange, and Control of Distributed
Resources Interconnected with Electric Power Systems: This guide is intended to facilitate the
interoperability of distributed resources (DR) and help DR project stakeholders implement
monitoring, information exchange, and control (MIC) to support technical and business
operations of DR and transactions among the stakeholders. The focus is on MIC between DR
controllers and stakeholder entities with direct communication interactions.
• NIST Cybersecurity Framework Profile for Electric Vehicle Extreme Fast Charging (XFC)
Infrastructure. This effort encompasses development of a cybersecurity platform and CSF for
XFC aligned with the cybersecurity controls recommendation. It is focused on the CSF profile,
standards best practices, and guidance to entities engaged in designing, building, installing, and
/ or operating XFC infrastructure.
• SAE J1939 Cybersecurity Task Force: The task force focuses on cybersecurity and privacy issues.
It is currently working on a technical report that will provide recommendations to vehicle
manufacturers and component suppliers in securing the J1939-13 connector interface from
cybersecurity risks.
• SunSpec / Sandia DER Cybersecurity Workgroup: The mission of the SunSpec / Sandia
Cybersecurity Work Group is to support the deployment of Distributed Energy Resources (DER)
by defining best practices in cybersecurity for DER and driving the concepts that emerge from
these best practices into relevant national and international standards.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 164 of 170
6. Next Steps
This roadmap should be widely promoted among interested stakeholders so that its recommendations
see broad adoption.

To the extent R&D needs have been identified, the roadmap can be used as a tool to help direct funding
to the areas of research needed for EVs.

In terms of standards activities, an ongoing dialogue among affected stakeholders would be beneficial to
continue discussions around coordination, forward planning, and implementation of the roadmap’s
recommendations. Such a dialogue can also identify emerging issues that require further elaboration.

It is recognized that standardization activity will need to adapt as the ecosystem for EVs evolves due to
technological innovations and regulatory developments, and as additional participants enter the EV
market.

Depending upon the realities of the standards environment, the needs of stakeholders, and available
resources, it is envisioned that some mechanism be established to monitor progress to implement the
roadmap’s recommendations.

Ultimately, the aim of these efforts would be to continue to guide, coordinate, and enhance
standardization activity for EVs toward achieving the goal of EVs at scale.

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 165 of 170
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ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 166 of 170
 Appendix A. Glossary of Acronyms and Abbreviations
AAA Authentication, Authorization and Accounting
ABA Architectural Barriers Act
AC Alternating Current
ACL2 Alternating Current (AC) Level 2
ADA Americans with Disabilities Act
ADMS Advanced Distribution Management System
AFC Alternate Fuel Corridors (NEVI Final Rule)
AHJ Authorities having jurisdiction
AMI Advanced metering infrastructure
ANCE Asociación de Normalización y Certificación, A.C.
ANS American National Standard
ANSI American National Standards Institute
ASE National Institute for Automotive Service Excellence
AWI Approved work item (ISO)
BESS Battery energy storage systems
BMS Battery management system
CaaS Charging-as-a-Service
CAB Cab authority browser
CCS Combined charging system
CFR Code of Federal Regulations
CHP Combined Heat and Power
CISPR International special committee on radio interference
CMD Connect my data
CMS Charge management system
CNO Charging network operator
CPUC California Public Utilities Commission
CRP Collaborative Research Project (SAE)
CSA Canadian Standards Association
CSF Cybersecurity framework
CSMS Charge station management system
CSO Charging station operator
CSV Consolidated version
CTA Consumer Technology Association
DC Direct current
DCaaS DC-as-a-Service
DCFC Direct current fast charger
DCM Dynamic capacity management
DER Distribution/distributed energy resource
DERMS DER Management System
DIN Deutsches Institut für Normung
DMA Data management agent
DNP Distributed network protocol

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 167 of 170
 DOE U.S. Department of Energy
DOJ U.S. Department of Justice
DOT U.S. Department of Transportation
DR Demand response
DSO Distribution system operator
dWPT Dynamic wireless power transfer
EERE Office of Energy Efficiency & Renewable Energy
EESA Electrical energy storage assemblies
EMC Electromagnetic compatibility
EMF Electromagnetic field
eMI³ eMobility ICT Interoperability Innovation Group
EMS Energy management system (NEC)
EMSP E-Mobility Service Provider
EPA Environmental Protection Agency
EPAC Electrically power assisted cycle
EPO Examination procedure outlines (NIST)
EPRI Electric Power Research Institute
EPS Electric power system
ERG Emergency response guide
ERTICO European Road Transport Telematics Implementation Coordination
ESI Energy service interface
ESP Energy service provider
ESPI Energy Services Provider Interface
ESS Energy storage system
ETSI European Telecommunications Standards Institute
EUCAR European Council for Automotive R&D
EUMD End use measurement device
EV Electric vehicle
EVITP Electric Vehicle Infrastructure Training Program
EVS Electric vehicle safety
EVSE Electric vehicle supply equipment
EVSP EV services provider
FCS Fast charging station
FHWA Federal Highway Administration
FMVSS Federal Motor Vehicle Safety Standards
GTR Global technical regulation
GVWR Gross vehicle weight rating
HAN Home area networks
HB Handbook
H-WPT High-power wireless power transfer
IAEI International Association of Electrical Inspectors
IATA International Air Transport Association
IBC International Building Code
ICAO International Civil Aviation Organization

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 168 of 170
 ICC International Code Council
IEC International Electrotechnical Commission
IEEE Institute of Electrical and Electronics Engineers
IFC International Fire Code
IgCC International Green Construction Code
IMO International Maritime Organization
IP Ingress protection
IRC International Residential Code
ISMS Information Security Management Systems
ISO International Organization for Standardization
ISOs Independent system operators
ITS Intelligent transport systems
JWG Joint working group
kW Kilowatt
LEV Light electric vehicles
MDU Multi-dwelling Unit
MESA Modular Energy Systems Architecture
MF-WPT Magnetic field wireless power transfer
MIC Monitoring, Information Exchange, and Control
MPVs Multi-purpose vehicles
MUTCD Manual on Uniform Traffic Control Devices
NAESB North American Energy Standards Board
NEC National Electrical Code
NECA National Electrical Contractors Association
NEMA National Electrical Manufacturers Association
NESC National Electrical Safety Code
NEVI National Electric Vehicle Infrastructure
NFPA National Fire Protection Association
NHTSA National Highway Traffic Safety Administration
NIST National Institute of Standards and Technology
NMFTA National Motor Freight Trucking Administration Inc.
NMX Mexican standard (ANCE designation)
NPA Notice of proposed amendments
NPRM Notice of proposed rulemaking
NREL National Renewable Energy Laboratory
NTRLs Nationally Recognized Testing Laboratories
NUEMS Non-Utility electricity-measuring systems (NIST)
OCA Open Charge Alliance
OCPI Open Charge Point Interface
OCPP Open Charge Point Protocol
OEM Original equipment manufacturer
OIML The International Organization of Legal Metrology
OpenADR Open Automated Demand Response
OpenFMB Open Field Message Bus

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 169 of 170
 OSHA The Occupational Safety and Health Administration
OTA Over-the-air
PCI DSS Payment card industry data security standards
PEV Plug-in electric vehicle
PHMSA Pipeline and Hazardous Materials Safety Administration
PKI Public key infrastructure
PLC Power line communication
POI Point of Interconnection
PUCs Public utility commissions
PV Photovoltaic (solar)
RESS Rechargeable energy storage system
RTOs Regional transmission organizations
SC Subcommittee
SCADA Supervisory Control and Data Acquisition
SDO Standards development organizations
SEPA Smart Electric Power Alliance
SI Systems Internationale
SMS Short message/messaging system
SOC State of Charge
TC Technical committee
TCP / IP Transmission control protocol / internet protocol
TOU Time of Use
UL UL Solution
ULRI UL Research Institutes
ULSE UL Standards & Engagement
UN United Nations
UNECE United Nations Economic Commission for Europe
USNWG U.S. National Work Group (NIST)
V&V Verification and Validation
V2G Vehicle-to-grid
V2H Vehicle-to-home
V2L Vehicle-to-load
V2X Vehicle-to-everything
VAC Volts alternating current
VDC Volts direct current
VTO Vehicle Technologies Office
WPT Wireless power transfer
XFC Extreme fast charging

ANSI EVSP Roadmap of Standard s and Codes for Electric Vehicles at Scale Page 170 of 170
PROJECT LEADERSHIP
The American National Standards Institute (ANSI) is a private non-profit
organization whose mission is to enhance both the global competitiveness of U.S.
business and the U.S. quality of life by promoting and facilitating voluntary
consensus standards and conformity assessment systems, and safeguarding their
integrity. Its membership is comprised of businesses, professional societies and
trade associations, standards developers, government agencies, and consumer and
labor organizations. The Institute represents and serves the diverse interests of more
than 270,000 companies and organizations and 30 million professionals worldwide.
ANSI is the official U.S. representative to the International Organization for
Standardization (ISO) and, via the U.S. National Committee, the International
Electrotechnical Commission (IEC). For more information, visit www.ansi.org.

ANSI extends special thanks to these EVSP sponsors for their generous support:

PREMIER PARTNER
UL Standards & Engagement translates scientific
discoveries into standards and policies that have
the power to make a systemic impact on public
safety throughout the world. Distinguished by our
independent research and informed foresight, we've been driving cutting-edge
science into practical standards since 1903. Our extensive library of standards helps
to make everyday things safer, more secure, and more sustainable, from life jackets
to batteries to autonomous cars. It’s a mission we pursue across the globe. We
partner with leading minds and national standards bodies around the world to draw
upon an ever-growing body of scientific knowledge from UL Research Institutes and
global experts. Together, we're creating a dynamic road map to a safer future. Learn
more at ULSE.org.

ASSOCIATE PARTNER
Kiosk Manufacturer Association
www.ansi.org/evsp
ANSI Electric Vehicles Standards Panel (EVSP)

Standards have always been a critical means of helping to

assure safety for new and emerging technology. A century
ago, UL Standards & Engagement published standards for
items like automatic fire sprinklers and electric ranges. These
products are commonplace today, but at the time, our
standards helped assure the safe and effective operation of
what was then new technology.

Like the products and systems for which we’ve developed

standards over the past 120 years, UL Standards &
Engagement continues to evolve. We are proud to work with
ANSI and this distinguished panel of experts to share and
advance the work we have been doing to publish standards
for electric vehicles, charging equipment and components.
Together, we will advance the safe and sustainable
development and use of electric vehicles using
standardization’s time-tested practice of convening to share
knowledge to understand and address potential hazards.

- George Borlase, Vice President Standards Development,

UL Standards & Engagement

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