GB/T 18487.1-2023 PDF in English


GB/T 18487.1-2023 (GB/T18487.1-2023, GBT 18487.1-2023, GBT18487.1-2023)
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GB/T 18487.1-20232005 Add to Cart Auto, < 3 mins Electric vehicle conductive charging system - Part 1: General requirements Valid

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GB/T18487.1-2023 (GBT18487.1-2023): PDF in English

GB/T 18487.1-2023
ChaoJi-1 (Chinese standard GB/T) and compatible CHAdeMO-3.1 (Japanese standard, joint-development with Chinese standard) are consisted of 3 standards. It is suitable for high, medium and low power charging (up to 1.2MW) to meet the needs of safe and fast electric-vehicle charging.

GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 43.040.99
CCS T 35
Replacing GB/T 18487.1-2015
Electric vehicle conductive charging system - Part 1:
General requirements
ISSUED ON: SEPTEMBER 07, 2023
IMPLEMENTED ON: APRIL 01, 2024
Issued by: State Administration for Market Regulation;
Standardization Administration of the People’s Republic of China.
Table of Contents
Foreword ... 4
Introduction ... 11
1 Scope ... 13
2 Normative references ... 14
3 Terms and definitions ... 17
4 Classification ... 47
5 General requirements for charging system ... 50
6 Communication ... 54
7 Electric shock protection ... 55
8 Connection between electric vehicle and EV energy transfer ... 62
9 Vehicle adaptor ... 64
10 Special requirements for vehicle coupler and EV plug and socket-outlet ... 64
11 Structure requirements for EV energy transfer equipment ... 67
12 Performance requirements for EV energy transfer equipment ... 73
13 Overload protection and short circuit protection ... 78
14 Emergency stop ... 79
15 Service condition ... 79
16 Maintenance and repair ... 81
17 Marking and description ... 81
Appendix A (Normative) AC charging control pilot circuit and control principle ... 83
Appendix B (Normative) DC charging control pilot circuit and control principle of
connection set for charging in GB/T 20234.3 ... 115
Appendix C (Normative) DC charging control pilot circuit and control principle of
connection set for charging in GB/T 20234.4 ... 129
Appendix D (Informative) Vehicle power supply circuit voltage adaptability switching
... 171
Appendix E (Informative) V2G DC bi-directional charging technical solution using the
connection set for charging specified in GB/T 20234.4 ... 175
Appendix F (Normative) DC charging technology for multi-vehicle couplers ... 182
Appendix G (Normative) Technical solution on DC charging compatibility using
vehicle adapter specified in GB/T 20234.4 ... 187
Electric vehicle conductive charging system - Part 1:
General requirements
1 Scope
This document specifies classification, general requirements, communication, electric
shock protection, connection between electric vehicle and EV energy transfer
equipment, special requirements of vehicle adaptor, vehicle coupler and EV plug and
socket-outlet, EV energy transfer equipment structure requirement, performance
requirement, overload protection and short circuit protection, emergency stop, service
conditions, repair, marking and description for electric vehicle conductive charging
system.
Note 1: Where no confusion is caused, the “EV energy transfer equipment” in this
document is referred to as “supply equipment”.
This document is applicable to current-controlled and/or voltage-controlled off-board
conductive power supply equipment to achieve one-way/two-way energy flow between
the electric vehicle rechargeable electrical energy storage system and the power supply
network (power supply). The rated voltage of the power supply network side (side A)
does not exceed 1 000 V AC or 1 500 V DC, and the rated maximum voltage of the
electric vehicle side (side B) does not exceed 1000 V AC or 1 500 V DC.
This document is also applicable to EV supply equipment which acquires energy from
onsite energy storage system (such as buffer battery).
This document applies to conductive charging or bi-directional charging systems of
electric vehicles that can be externally charged or bi-directional charged, including
battery electric vehicles, off-vehicle-chargeable hybrid electric vehicles and fuel cell
hybrid electric vehicles.
It also applies, as a reference, to conductive charging or bi-directional charging systems
of trams, railway vehicles, industrial vehicles, etc.
This document is not applicable to safety requirements on maintenance of electric
vehicle conductive charging/bi-directional charging system, or to the on-board charging
equipment as specified in GB/T 40432, or to trolleybus.
Refer to the relevant standards of electric vehicles for requirements for components
other than the key components of electric vehicle specified in this document (vehicle
side vehicle inlet, control pilot circuit, EV disconnection device).
-- mode 3;
-- mode 4.
Note: More than one charging mode may coexist on the same EV supply equipment.
5 General requirements for charging system
5.1 Service conditions of electric vehicle charging mode
5.1.1 Mode 1
Mode 1 charging system uses standard plug to connect standard socket-outlet and shall
adopt single-stage AC power supply not greater than 8 A and 250 V during energy
transmission. The plug and socket-outlet conforming to GB 2099.1 and GB 1002 shall
be used at the supply side. stage line, neutral line and protective earthing conductor as
well as residual current protective device are used at the supply side. Protective earthing
conductor shall be provided from standard socket-outlet to electric vehicle.
Mode 1 shall not be used to charge electric vehicle.
5.1.2 Mode 2
Mode 2 charging system uses standard plug to connect standard socket-outlet and shall
adopt single-stage AC power supply during energy transmission. When 10 A standard
plugs and socket-outlets conforming to GB 2099.1 and GB 1002 or NB/T 10202 are
used at the supply side, the output shall not exceed 8 A. When plugs and socket-outlets
conforming to GB/T 11918.1 and GB/T 11918.2 are used at the supply side, the output
shall not exceed 32 A. Single-stage two-pole plugs and socket-outlets specified in GB/T
1002 shall not be used on the power side. Properly installed standard socket-outlets
including stage lines, neutral wires and protective earthing conductors shall be used at
the power supply side, and in-cable control and protection devices (IC-CPDs) shall be
used to connect the power supply network (power supply) and the electric vehicle. It
includes plugs that integrate additional functions such as temperature detection, residual
current protection, switching, etc., the rest of which complies with the requirements of
the above standards, and meets the test requirements of relevant standards.
Protective earthing conductor having residual current protection and overcurrent
protection functions shall be provided from standard socket-outlet to electric vehicle.
The control pilot function of mode 2 shall comply with Appendix A.
5.1.3 Mode 3
Mode 3 is applicable to that the power supply equipment connected to AC supply
network connects electric vehicle and AC supply network and special protection device
is installed on EV supply equipment.
-- confirmation of the right connection of electric vehicle and power supply
equipment;
-- power supply control function;
-- outage control function of power supply equipment;
-- applicable maximum current allowed;
-- electric vehicle charge wake-up function.
When EV supply equipment is capable of performing energy transfer with multiple
electric vehicles simultaneously, it needs to ensure that the above control pilot functions
shall operate independently and normally at each charging connecting point.
5.2.1.2 Continuous monitoring of the continuity of protective earthing conductor
When charging at modes 2, 3 and 4, the electrical continuity of protective earthing
conductor shall be monitored continuously by EV supply equipment.
Note: The above requirement is not applicable to Category II equipment.
For mode 2, monitoring is carried out between electric vehicle and in-cable control and
protection device.
For modes 3 and 4, monitoring is carried out between electric vehicle and EV supply
equipment.
In case that the electrical continuity of protective earthing conductor is detected to be
lost during the energy transfer stage, the power supply circuit of EV supply equipment
shall be cut off, which shall meet the corresponding requirements of A.3.10.6, B.4.7.5
and C.7.13.3.
5.2.1.3 Confirmation of the right connection of electric vehicle and power supply
equipment
The supply equipment shall be able to determine that the vehicle connector or EV plug
is plugged into the vehicle inlet or EV socket-outlet correctly.
5.2.1.4 Power supply control function
Only when the control pilot function between EV supply equipment and electric vehicle
establishes correct relationship with the allowable power-on state signal, EV supply
equipment can supply electricity to electric vehicle. However, it shall not automatically
enter the discharge mode. Only when it receives a direct or indirect instruction from the
power supply network to allow discharge and the discharge conditions of the electric
vehicle are met, can the electric vehicle discharge to the power supply network through
the charging and discharging equipment.
5.2.1.5 Outage control function of power supply equipment
When the control pilot function is interrupted, or the control pilot signal is not allowed
for charging/discharging, or a discharge and power outage command is received, or
other conditions that do not allow energy transfer are detected, the energy transfer
between the power supply equipment and the electric vehicle shall be cut off, but its
control pilot circuit may remain powered.
Note: Outage may be the result of other reasons, e.g., power off.
5.2.1.6 Applicable maximum current allowed
The power supply equipment shall be able to inform the electric vehicle of the
applicable maximum current through PWM (mode 2 and mode 3) or digital
communication (mode 4). This value shall not exceed any of the following:
-- rated operating current of power supply equipment;
-- rated current of cable assembly;
-- Maximum allowable discharge current of vehicle traction battery (dynamic change)
(applicable to mode 4, V2G).
Note: Cable assemblies include those used in mode 2 and mode 3 charging, except for
case B connection.
Due to application requirements (such as power supply network power restrictions, etc.),
the power supply equipment can adjust its present applicable maximum current, but it
shall not exceed its applicable maximum current allowed.
If the actual output current detected during the energy transfer stage is higher than the
present applicable maximum current, the power supply equipment shall cut off the
power supply circuit, which shall comply with the corresponding requirements of
A.3.10.9, A.3.10.10 and C.7.6.4, as well as NB/T 33001-2018.
5.2.1.7 Electric vehicle charge wake-up function
In mode 2 and mode 3, after the connection set for charging is fully connected, the
electric vehicle at sleep state shall be provided with the function of being awakened by
the AC power supply equipment. The wake-up function realized through PWM signal
shall comply with the provisions of sequence 3.1 in Table A.7.
For the DC charging system in mode 4 and using the control pilot function in Appendix
B, when the auxiliary power supply circuit or communication interaction starts, the
electric vehicle at sleep state shall be able to wake up and start charging (starting from
t3 in Figure B.2).
For DC charging systems in mode 4 and using the control pilot function of Appendix
C, the electric vehicle at sleep state shall be able to be awakened through check point 2
or check point 3, and shall comply with the provisions of C.4.2.1 and C.4.4.
5.2.2 Optional functions of mode 2, mode 3 and mode 4
5.2.2.1 Real time adjustment of the available load current of EV supply equipment
Some method may be adopted to ensure the charging current not exceeding the real
time available load current of EV supply equipment and AC/DC supply network.
5.2.2.2 Locking function of mode 2 and mode 3 charging coupler
Locking mechanism shall be provided to ensure the reliable connection of vehicle
connector and/or EV plug, to avoid accidental live cut-off between power supply
equipment and electric vehicle. When the rated current of power supply equipment and
electric vehicle is less than or equal to 16 A AC, this function is optional.
5.2.2.3 Vehicle power supply circuit voltage adaptivity switching function
Electric vehicles can be equipped with the vehicle power supply circuit voltage
adaptivity switching function to achieve charging compatibility between electric
vehicles of different voltage levels and the charging equipment. The entire voltage
adaptivity switching process will not have a safety impact on the charging equipment
and charging session.
Note: Appendix D provides a method for implementing vehicle power supply circuit
voltage adaptivity switching for a DC charging system using the control pilot
function of Appendix B. For the corresponding vehicle charging parameter
update requirements, see GB/T 27930-2023.
5.2.2.4 V2G DC bi-directional charging function
Electric vehicles can discharge to the power supply network through charging and
discharging equipment, which, however, can be achieved only when other additional
conditions are met.
Note: See Appendix E for the implementation of V2G DC bi-directional charging
function.
6 Communication
In mode 4, digital communication shall be adopted to achieve data exchange between
electric vehicle and EV supply equipment, and the communication protocol shall
comply with GB/T 27930-2023.
Under normal operating conditions and single fault conditions, the human body
impedance corresponding to the water-wet conditions specified in 3.1.8 of GB/T
13870.1-2022 shall also be considered.
Note: The skin of people who sweat or after soaking in sea water are not taken into
account.
7.1.4 Threshold of perception and startle reaction
During intended use and reasonably foreseeable misuse, protective measures shall be
taken to avoid startle reactions before, during and after energy transfer, under normal
operating conditions and under single fault conditions. Under normal operating
conditions, there may be perception and reaction.
Note 1: Curve a (the boundary between AC1/AC2, DC1/DC2) in Table 11 and Table
13 in GB/T 13870.1-2008 corresponds to the threshold of startle reaction in
this document.
Note 2: Intended use cases include but are not limited to holding energy transfer
components, such as charging cable, power supply/vehicle connector and
power supply/vehicle inlet, cable detection, pre-charging, end of energy
transfer, ordinary person or animals entering or leaving electric vehicles,
opening and retrieving items from vehicle trunks/luggage compartments or
other storage spaces, touching electric vehicle chassis, touching exposed metal
parts of supply equipment.
For the current path, it shall be from fingers to feet at the charging coupler and from
hands to feet at the chassis.
A means of protection shall be provided to limit contact current, such that the steady-
state contact current between simultaneously accessible conductive parts shall not
exceed:
-- 0.5 mA AC/2 mA DC, under normal operating conditions;
-- 3.5 mA AC/10 mA DC, under single fault conditions.
When the contact current of Class I equipment exceeds 3.5 mA (effective value), the
contact current requirements shall comply with the provisions of 12.1.2.
For DC charging, additional protection shall be provided so that when the basic
protection and the fault protection of the DC power supply circuit fail at the same time,
the steady-state contact current shall not exceed the DC2 limit value (line b) specified
in Figure 22 and Table 13 of GB/T 13870.1-2022.
The power supply equipment shall be able to limit the discharge energy so that the
discharge current/discharge energy shall not exceed:
-- 5 μJ, under normal operating conditions;
-- 0.5 mJ, under single fault conditions.
Note 3: This value is derived from 5.2.7b in GB/T 17045-2020.
For cable assembly, additional protection shall be provided so that when basic
protection and cable assembly fault protection fail simultaneously, the steady-state
contact current shall not exceed the C1 limit in Figure 20 of GB/T 13870.1-2022 and
Figure 20 of GB/T 13870.2-2016 respectively.
The following parameters shall be used:
-- According to GB/T 13870.1-2022, the human body impedance is 575 Ω;
-- According to ISO 17409:2020, the maximum Y capacitance of electric vehicles;
-- The critical point of asymmetric/symmetric insulation resistance value in the
energy transfer stage is 100 Ω/V.
7.2 Basic protection
7.2.1 General
Basic protection is adopted for power supply equipment to prevent ordinary person
from contacting live parts. One or more of the measures specified in 7.2.2, 7.2.3, 7.2.4
and 7.2.5 shall be taken.
7.2.2 Basic insulation of live parts for protection
Basic insulation is adopted for the live parts of the power supply equipment, which shall
comply with the provisions of 4.4.3.2 in IEC 62477-1:2016.
Basic insulation shall provide protection by solid insulation or appropriately designed
electrical clearance and/or creepage distance.
Any accessible conductive part that is not insulated from live parts as required is
considered a hazardous live part.
Basic insulation shall be designed and tested to withstand impulse voltages and
temporary overvoltage of the circuits to which it is connected.
The test shall be carried out in accordance with 5.2.3.2 and 5.2.3.4 of IEC 62477-1:2016.
7.2.3 Protection with enclosures or barriers
The power supply equipment adopts an enclosure or barrier protection method, which
shall comply with the provisions of 4.4.3.3 in IEC 62477-1:2016.
Power supply equipment, protective earthing conductors and protective bonding
conductors that are permanently installed in Modes 3 and 4 shall be permanently
connected.
7.4 Protective earthing conductor
For all modes, protective earthing conductor shall be provided between the AC supply
network earthing terminal, the DC supply network earthing terminal and the vehicle
connector’s earthing terminal.
The protective earthing conductor shall comply with the regulations of GB/T 16895.3.
For electric vehicle power supply equipment in Modes 3 and 4 that are permanently
connected to the power supply network, switches or similar devices shall not be used
to connect the protective earthing conductor.
For electric vehicles and power supply equipment in mode 4 that adopt the control pilot
function of Appendix B, if there is no fuse (or similar device with overcurrent and short-
circuit protection characteristics) installed in the vehicle connector, the minimum cross-
sectional area of the protective conductor shall not be less than 16 mm2.
Note: When a fuse (or similar device with overcurrent and short-circuit protection
characteristics) is configured, the protective conductor can be selected to match
the fuse.
For electric vehicles and power supply equipment in mode 4 that use the control p.......
Source: https://www.ChineseStandard.net/PDF.aspx/GBT18487.1-2023