在今年4 月 24 日，CHAdeMO 協(xié)會(huì)發(fā)布了 3.0 版“電動(dòng)汽車充電協(xié)議”。這種雙向直流快充新標(biāo)準(zhǔn)（600 A, 900 kW）由 CHAdeMO 協(xié)會(huì)和中國電力企業(yè)聯(lián)合會(huì)（下稱“中電聯(lián)”）聯(lián)合開發(fā)，可以兼容當(dāng)下各類電動(dòng)汽車的所有現(xiàn)行充電標(biāo)準(zhǔn)。CHAdeMO 由日本五大汽車制造商和東京電力公司 2010 年成立，現(xiàn)已發(fā)展成一個(gè)擁有 400 多個(gè)成員的全球性協(xié)會(huì)。
該項(xiàng)目人稱 “ChaoJi”，旨在創(chuàng)建一套同名的升級(jí)版快速直流充電器標(biāo)準(zhǔn)。“ChaoJi” 項(xiàng)目開始于 2018 年：當(dāng)時(shí)，來自中國的代表建議 CHAdeMO 協(xié)會(huì)能對(duì)中國的快速充電國家標(biāo)準(zhǔn)進(jìn)行優(yōu)化。那時(shí)，中國已經(jīng)成為全球最大的電動(dòng)汽車市場(chǎng)。國際標(biāo)準(zhǔn)化組織（ISO）的中國全國委員會(huì)和國際電工委員會(huì)（IEC）發(fā)布的標(biāo)準(zhǔn)稱為 GB/T 標(biāo)準(zhǔn)，即大家熟悉的“國標(biāo)”。
“ChaoJi” 項(xiàng)目的早期目標(biāo)是增加耦合器的機(jī)械強(qiáng)度并縮小其尺寸，但經(jīng)過從 2018 年下半年開始到 2019 年舉行的月度會(huì)議，CHAdeMO 和中電聯(lián)在再次擴(kuò)充了項(xiàng)目目標(biāo)。2019 年 7 月，各國電動(dòng)汽車用充電技術(shù)專家齊聚日本東京，參加了第一屆國際ChaoJi技術(shù)研討會(huì)。
900 kW 的重型車輛充電連接器
事實(shí)上，CHAdeMO 早有計(jì)劃升級(jí)其現(xiàn)有的400 kW 充電協(xié)議至 3.0 版本，將充電功率提升至令人驚嘆的 900 kW（峰值電流 600 A、1500 V），從而覆蓋卡車和公共汽車等重型車輛的充電需求。不過，CHAdeMO協(xié)會(huì)將在 3.0 標(biāo)準(zhǔn)中提供多種充電功率，從而適應(yīng)更多類型的電動(dòng)汽車，并同時(shí)解決在公路充電站之外的充電需求，比如家或單位等。
CHAdeMO 協(xié)會(huì)歐洲秘書長(zhǎng)Tomoko Blech 在給 SAE《汽車工程》的電子郵件中解釋說：“首款使用 ChaoJi 充電標(biāo)準(zhǔn)的電動(dòng)汽車最早有望在 2021 年底問世。”她寫道，得益于中國龐大的電動(dòng)汽車市場(chǎng)，我們有望以較低成本實(shí)現(xiàn)CHAdeMO 3.0 標(biāo)準(zhǔn)的推廣。
Blech 寫道：“其中方法之一便是借助中國的新國標(biāo)，中國占全球快速充電器市場(chǎng)的80%，我們可以通過規(guī)模經(jīng)濟(jì)來降低成本。”中電聯(lián)的成員首先進(jìn)行了早期設(shè)計(jì)工作和原型制作。接著，中國和日本的團(tuán)隊(duì)將共同確認(rèn)聯(lián)合開發(fā)的新標(biāo)準(zhǔn)可以兼容現(xiàn)行的CHAdeMO 和國標(biāo)充電標(biāo)準(zhǔn)。
測(cè)試標(biāo)準(zhǔn)將于 2021 年成型
Blech 在電子郵件中聲稱，“為了使CHAdeMO 3.0 可以從硬件、軟件和安全要求方面盡可能兼容最新版本的 IEC、ISO 和 SAE 相關(guān)標(biāo)準(zhǔn)，大家作出了巨大的努力。”目前，中國已經(jīng)在475 kW 充電器（500 A）方面取得了試驗(yàn)成功，充電 10 分鐘即可讓車輛跑 250 英里。
項(xiàng)目負(fù)責(zé)人聲稱，如果汽車制造商使用800 V 電池系統(tǒng)，單位時(shí)間內(nèi)的充電量將是之前的 2 倍。2020 年 2 月 6 日，位于日本千葉縣的 UL Japan Kashima EMC 測(cè)試實(shí)驗(yàn)室已經(jīng)成功完成了新型充電系統(tǒng)（最大電流600 A，采用液冷技術(shù)）的前期技術(shù)演示。目前，項(xiàng)目成員正在編寫 CHAdeMO 3.0 充電標(biāo)準(zhǔn)的認(rèn)證測(cè)試標(biāo)準(zhǔn)，預(yù)計(jì)將在 2021 發(fā)布。CHAdeMO 已經(jīng)通過美國認(rèn)證，由IEEE 統(tǒng)一管理。
未來，市面上還將出現(xiàn)相關(guān)適配器，讓使用特斯拉和CCS 充電標(biāo)準(zhǔn)的車輛也能使用 CHAdeMO 3.0 充電器。”但這些充電器將主要來自第三方供應(yīng)商，而不是 CHAdeMO 或中電聯(lián)。特斯拉自 2012 年即加入CHAdeMO 協(xié)會(huì)，并且還生產(chǎn)銷售“特斯拉—CHAdeMO”適配器。行業(yè)集團(tuán) CharIn E.V. 一直致力于推動(dòng) CCS 成為全球統(tǒng)一電動(dòng)汽車充電標(biāo)準(zhǔn)。該公司曾在2019 年的一篇文章（點(diǎn)擊文末閱讀原文）中公開表明立場(chǎng)，反對(duì)使用任何電動(dòng)汽車用充電器適配器。
為電動(dòng)汽車“上網(wǎng)”鋪平道路
CHAdeMO 標(biāo)準(zhǔn)問世以來，最特別之處便在于“雙向充電”，即允許從電動(dòng)汽車向電網(wǎng)輸送電力。但事實(shí)證明，這對(duì)ChaoJi 項(xiàng)目來說是一個(gè)挑戰(zhàn)。目前，新的 CHAdeMO 耦合器在設(shè)計(jì)中考慮移除之前版本中的可選引腳，進(jìn)而將引腳數(shù)量從七個(gè)減少到四個(gè)，可以為雙向充電器提供12 V 輔助電源。
SAE 混合動(dòng)力/插電式電動(dòng)車輛通信與互操作性工作組主席Rich Scholer 表示，SAE J3072 標(biāo)準(zhǔn)委員會(huì)正在進(jìn)行最后階段的更新，從而使 J3072 標(biāo)準(zhǔn)可以滿足 IEEE 1547-2018 標(biāo)準(zhǔn)對(duì)雙向充電的要求。J3072標(biāo)準(zhǔn)更加偏向交流充電，而非直流充電。Scholer 指出，IEEE 1547-2018 也適用于具備雙向充電功能的 SAE 直流充電器。
在 ChaoJi 的設(shè)計(jì)中，CHAdeMO和新國標(biāo)充電器將采用相同的硬件。不過，為了保證采用 ChaoJi 充電標(biāo)準(zhǔn)的車輛可以兼容目前具備雙向充電功能的 CHAdeMO 充電器，充電器還必須配備一款特殊的入口適配器和專門的雙向充電序列。Blech寫道：“在可用引腳（信號(hào)）更少的情況下增加新功能，并同時(shí)確保魯棒性、電磁抗擾度并與現(xiàn)有的 CHAdeMO、新國標(biāo)和 CCS Combo 協(xié)議完全兼容將是一個(gè)相當(dāng)大的挑戰(zhàn)。”
此外，為了兼容不同的協(xié)議，我們還必須增加一個(gè)導(dǎo)頻控制電路，隨時(shí)檢測(cè)需要使用哪一套通信協(xié)議。根據(jù)Blech 的說法，ChaoJi 項(xiàng)目的下一步目標(biāo)是實(shí)現(xiàn)與 CCS 使用的 ISO 15118 協(xié)議的完全向后兼容。CHAdeMO 協(xié)會(huì)雖然將全球協(xié)調(diào)作為其長(zhǎng)期目標(biāo)之一，但同時(shí)很清楚，汽車制造商、充電器制造商和充電站運(yùn)營(yíng)商需要10 年或更長(zhǎng)時(shí)間才能過渡到新標(biāo)準(zhǔn)，這就是為什么向后兼容性也是至關(guān)重要的。但 ChaoJi 是一套具有前瞻性的協(xié)議，特別是其中有關(guān)下一代電池技術(shù)的內(nèi)容。
“除了符合規(guī)范和標(biāo)準(zhǔn)之外，電池系統(tǒng)的設(shè)計(jì)將取決于每家OEM的策略。”Blech 寫道，“但有一件事是肯定的，固態(tài)電池能夠承受非常高的充電速率，而且無需配備昂貴的熱管理系統(tǒng)，因此固態(tài)電池在電動(dòng)汽車領(lǐng)域的應(yīng)用勢(shì)必帶來重大突破，這可能將出現(xiàn)在21 世紀(jì) 20 年代中期。”
作者：Bradley Berman
本文原發(fā)表于SAE《汽車工程》雜志
On April 24, the CHAdeMO Association released the 3.0 version of its electric-vehicle (EV) charging protocol. The technology was co-developed by the China Electricity Council as a 600-amp, 900-kW, bi-directional DC quick-charging standard that is harmonized and backward-compatible with all existing standards for the world’s EVs. CHAdeMO was formed in 2010 by five major Japanese automakers and the Tokyo Electric Power Co. It has grown into a global association with more than 400 members.
The project to create an updated quick-charger standard was dubbed ChaoJi – the moniker that would also be used for a new harmonized global DC standard. The project commenced in early 2018 when representatives from China, home to the world’s largest EV market, proposed that CHAdeMO make improvements to China’s GB/T standard. The Chinese National Committee of the International Organization for Standardization (ISO) and the International Electrotechnical Commission (IEC) are designated as Guobiao or “GB/T standards.”
An early goal was to increase the mechanical strength of the coupler but reduce its size. In monthly meetings held throughout late 2018 and 2019, CHAdeMO and CEC expanded the goals for the new standard. Those discussions culminated in a gathering of international EV charging experts in Tokyo for the 1st International ChaoJi Technical Workshop in July 2019.
900 kW for heavy-duty vehicles
CHAdeMO had long planned to upgrade its existing 400-kW protocol to the 3.0 version, which would enable a whopping 900 kW of power – with a peak of 600 amps and 1,500 volts – for heavy-duty vehicles, such as trucks and buses. But the association expanded protocols for various levels of power to a wide range of vehicles, as well as charging at homes and workplaces in addition to highway locations.
Tomoko Blech, the European secretary-general of the CHAdeMO Association, in an email to SAE’s Automotive Engineering, explained, “The first vehicle using ChaoJi is expected as early as the end of 2021.” She wrote that the increased capacity of the CHAdeMO 3.0 could be achieved at a reduced cost due to the larger scale of the Chinese EV market.
Blech wrote, “Harmonizing with China’s GB/T is one way to achieve these cost reductions by the economy of scale. China accounts for almost 80 percent of all fast chargers in the world.” CEC members performed the early-stage design work and prototyping. The Chinese and Japanese teams then mutually ensured that the new joint ChaoJi standard would be backward compatible with existing CHAdeMO and GB/T versions.
Test criteria due in 2021
In her email, Blech claimed that “Huge efforts were made to harmonize the hardware, software, and safety requirements of CHAdeMO 3.0 as much as possible with the latest versions of the relevant IEC, ISO, and SAE standards.” Based on successful trials of 500-amp, 475-kW charging in China, a 250-mile EV battery could be almost completely replenished in about 10 minutes.
Project leaders claim that if automakers utilize an 800-volt battery system, twice as much range could be added in the same time. The first demo events and trails – using liquid-cooled connectors and a max current of 600 amps – were conducted at UL Japan Kashima EMC testing laboratory in Chiba prefecture, Japan, on February 6, 2020. The testing criteria for CHAdeMO 3.0 certification, currently being written, will be released in 2021. In the U.S., CHAdeMO has accreditation as a standard managed by IEEE.
Adaptors will likely be produced and sold for Tesla and CCS-compatible vehicles to use CHAdeMO 3.0 chargers. But those would emerge from third-party providers, not as products produced by CHAdeMO or CEC. Tesla has been a member of CHAdeMO since 2012 (Tesla-CHAdeMO adaptors are produced and sold by Tesla). CharIn E.V., the industry group established to develop the Combined Charging System (CCS) as the global standard for charging battery EVs, published a position paper（Click Read More at the left bottom）in 2019 opposing any use of adaptors.
Paving the way for vehicle-to-grid
Bi-directional charging, in which power can also be pulled from the vehicle to the grid, has been a fundamental attribute of the CHAdeMO standard since its inception. But it proved to be a challenge for the ChaoJi project. The proposed new coupler reduced the number of pins from seven to four, removing the optional pin that existed in the original CHAdeMO coupler. It had provided 12-volt auxiliary power to bi-directional chargers.
SAE International’s J3072 standards committee is finalizing updates to meet bi-directional charging requirements to the latest IEEE 1547-2018 standard, according to Rich Scholer, SAE Hybrid PEV Communication and Interoperability Task Force chair. The J3072 standard is focused on AC capabilities rather than DC. IEEE 1547-2018 is also used for SAE DC Chargers capable of bi-directional use, Scholer noted.
Under the ChaoJi design, CHAdeMO and China’s GB/T chargers use the same hardware. However, a special inlet adapter and a dedicated bi-directional charging sequence had to be devised to ensure full-backward compatibility of ChaoJi vehicles with the existing bi-directional CHAdeMO chargers that have this optional feature. Blech wrote, “It was quite a challenge to add a new function with the reduced number of signals, while also ensuring robustness, electromagnetic immunity, and full backward compatibility with the existing CHAdeMO, GB/T, and CCS [Combined Charging System] systems.”
Moreover, a control-pilot circuit detects which of the two communications protocols to use, thereby making the two systems compatible. The next step for the ChaoJi project, according to Blech, is to implement full-backward compatibility with the protocol used by CCS for ISO 15118. While the CHAdeMO Association made global harmonization one of the long-term goals, the group understands that it will take automakers, charger manufacturers and charging station operators 10 years or longer to transition to new standards. That’s why backward compatibility was also critical. But ChaoJi is also forward-looking, especially as it relates to next-generation battery technology.
“How the battery systems are designed in addition to compliance with the specification and standards will depend on the strategy of each vehicle OEM,” wrote Blech. “But one thing is for sure. The introduction to the EV market, possibly in the mid-2020s, of solid-state batteries capable of accepting ultra-high charging rate without the expensive thermal management system, will be a significant breakthrough.”
By Bradley Berman
SAE Automotive Engineering
CHAdeMO 協(xié)會(huì)還在同時(shí)考慮通過提供適配器，以提高新協(xié)議與之前充電協(xié)議的兼容性。圖為其中一個(gè)適配器版本。（圖片來源：CHAdeMO）
CHAdeMO 3.0 充電連接器原型（下）與當(dāng)前 2.0 版本的對(duì)比圖。（圖片來源：CHAdeMO）
CHAdeMo 3.0 充電連接器原型經(jīng)過重新設(shè)計(jì)，體積更小、質(zhì)量更輕，也透露了一些量產(chǎn)型號(hào)的技術(shù)細(xì)節(jié)。（圖片來源：CHAdeMO）
正在為一輛日產(chǎn)Leaf 電動(dòng)汽車充電的現(xiàn)行版 CHAdeMo 充電連接器。與未來的 3.0 版本相比，這款 2.0 版本更大、更重、更厚實(shí)。目前，日產(chǎn)等多家日本 OEM 都在使用CHAdeMO 充電協(xié)議。（圖片來源：Lindsay Brooke）