Análisis descriptivo

6.2.1 European Automobile Manufacturers Association (ACEA)

The full texts of the ACEA position (version September 2011) and recommendations for the standardization of the charging of electrically chargeable vehicles are at Annex E.2.

6.2.1.1 Summary:

The current joint position and recommendation are based on today’s best knowledge of the current situation and state of technical development. That applies both for connectors/modes and communication. Certain technical solutions may still need to be validated in detail (and possibly changed in time), as the technical specifications have not yet been finalised in the different international standardization groups.

ACEA is strongly supporting the ISO and the IEC standardization process for a global solution.

ACEA continues and stresses the need to divide the timeframe into two fundamental phases:

• Ongoing period until approval of relevant standards (Phase 1);

• and approval of relevant standards with sufficient lead-time for implementation (Phase 2) – as from 2017.

In line with the joint EU-US TEC discussions, ACEA presents a definition of global vehicle inlet

"envelope" as a key step for a global solution, enabling simple switch between US and EU standards.

6.2.1.2 Basic charging (covers “basic AC charging” up to 3,7 kW) Phase 1:

ACEA agreement for the vehicle inlet:

No restrictions on type of vehicle inlet as vehicles with different types are already on the market or in a late development phase. Manufacturers will provide at least one cable with Type 2 plug (Mode 3) or standard domestic plug (Mode 2) to connect to infrastructure.

ACEA recommendation for public charging (infrastructure side):

Type 2 (Mode 3)

ACEA recommendation for home charging (infrastructure side):

Type 2 (Mode 3), standard home socket-outlet (Mode 2) or industrial socket-outlet (IEC 60309-2; Mode 2).

Phase 2:

As for harmonised solutions, ACEA strongly recommends to unify national regulations concerning socket-outlet types without shutter.

ACEA agreement for the vehicle inlet and connector:

Type 2 (Mode 3) uniform EU solution, in global “envelope” if opted by manufacturer.

Manufacturers should provide at least one cable with Type 2 plug (Mode 3) to connect to infrastructure.

ACEA recommendation for public charging (infrastructure side):

Type 2 (Mode 3) uniform EU solution

6.2.1.3 Fast charging (including and “fast AC charging” above 3,7 kW up to 43 kW, “fast DC charging” up to 43 kW and “ultra fast DC charging” above 43 kW)

General recommendation:

ACEA strongly recommends those infrastructure/charging points to be equipped with fixed attached cable in line with existing standards. ACEA also see this network as a charging “safety net”.

ACEA recommendation for vehicle inlet:

Type 2 or Combo2 in global “envelope”

ACEA recommendation for public and fleet charging:

Charging points equipped by fixed cables with Type 2 or Combo2 connector.

ACEA recommendation for home charging:

Charging points equipped by fixed cables with Type 2 or Combo2 connector.

6.2.2 ACEM – The Motorcycle Industry in Europe The full text of the ACEM position is at Annex E.3.

Industrial and economic factors specific to the relatively small and fragmented powered two-wheeler market, would clearly plea for the development of international standards. EU standards may be considered as short term pragmatic alternatives, especially in case of unreasonable or incompatible constraints imposed by the international level.

Specific requirements

• Mode 1 is an efficient re-charging means for powered two- and three-wheelers. Powered two- and three-wheelers and Quadricycles do not always need very sophisticated and fast charging systems as battery capacity is much lower than for cars;

• Charging infrastructure must be easy and cheap in order to allow it to be installed at enough places with public access (e.g. parking places).

6.2.3 European Twowheel Retailers' Association (ETRA)

What is required above all at this moment in time is a regulatory framework for these vehicles that does not obstruct their market development as is the case today. Hopefully, ETRA’s lobby for the benefit of electric cycles and light electric vehicles in the framework of the review of Directive 2002/24/EC will have this result. If the lobby work is successful than many more types of electric cycles and light electric vehicles than today may become subject to standardisation through CEN.

A more appropriate regulatory framework should also result in further clarification of the classification of electric cycles and light electric vehicles. Some manufacturers, for instance Segway, have been struggling with this problem for as long as 10 years.

The current charging solution offered by the manufacturers for electric cycles and light electric vehicles provides the user with a maximum of flexibility. In other words, he can charge his vehicle anywhere at any time. This results in easy access to easy-to-use vehicles and it is extremely important to safeguard this also in view of the price-levels currently in place.

In other words, the combination of a domestic plug and a household socket-outlet is the most effective and efficient solution for electric cycles and light electric vehicles.

As for the chargers and connectors, there are voluntary efforts to establish standardised products. However, so far there is not majority in the electric bicycles business in favour of this standardisation process.

As for safety issues, we believe that it is of utmost importance to encourage manufacturers to provide consumers with complete and correct information on the battery, battery use, charging, all aspects related to charging as well as on how to manage energy use.

6.3 Identified requirements of the electrical infrastructure and equipment