SIEMENS VDV 261 Value Added Services User Guide

: September 21, 2024
: SIEMENS

Table of Contents

VDV 261 Value Added Services
Product Information
Specifications
Product Usage Instructions
Legal Information
Qualified Personnel
Proper Use of Siemens Products
- FAQ
Q: Who should operate the VDV 261 Value Added Services?
Q: What does the safety alert symbol indicate in the

VDV 261 Value Added Services

Product Information

Specifications

Product Name: VDV 261 Value Added Services
Model Number: VDV 261
Function: Value added services

Product Usage Instructions

Legal Information

This product manual contains important notices to ensure
personal safety and prevent property damage. Please carefully
observe the safety alert symbols and follow the instructions
provided.

Qualified Personnel

Only personnel qualified for the specific task and trained in
accordance with the relevant documentation should operate this
product/system. Qualified personnel are those capable of
identifying risks and avoiding hazards.

Proper Use of Siemens Products

It is important to note the trademarks and disclaimer of
liability associated with the use of Siemens products. The contents
of this publication are reviewed regularly for consistency with the
described hardware and software.

FAQ

Q: Who should operate the VDV 261 Value Added Services?

A: Only personnel qualified for the specific task and trained in
accordance with the relevant documentation should operate the VDV
261 Value Added Services.

Q: What does the safety alert symbol indicate in the

manual?

A: The safety alert symbol highlights notices that are related
to personal safety. Pay close attention to these warnings to
prevent injury or damage.

TECHNICAL NOTES
VDV 261 Value added services

Legal information
Warning notice system
This manual contains notices you have to observe in order to ensure your personal safety, as well as to prevent damage to property. The notices referring to your personal safety are highlighted in the manual by a safety alert symbol, notices referring only to property damage have no safety alert symbol. These notices shown below are graded according to the degree of danger.
DANGER indicates that death or severe personal injury will result if proper precautions are not taken.
WARNING indicates that death or severe personal injury may result if proper precautions are not taken.
CAUTION indicates that minor personal injury can result if proper precautions are not taken.
NOTICE indicates that property damage can result if proper precautions are not taken. If more than one degree of danger is present, the warning notice representing the highest degree of danger will be used. A notice warning of injury to persons with a safety alert symbol may also include a warning relating to property damage.
Qualified Personnel
The product/system described in this documentation may be operated only by personnel qualified for the specific task in accordance with the relevant documentation, in particular its warning notices and safety instructions. Qualified personnel are those who, based on their training and experience, are capable of identifying risks and avoiding potential hazards when working with these products/systems.
Proper use of Siemens products
Note the following:
WARNING Siemens products may only be used for the applications described in the catalog and in the relevant technical documentation. If products and components from other manufacturers are used, these must be recommended or approved by Siemens. Proper transport, storage, installation, assembly, commissioning, operation and maintenance are required to ensure that the products operate safely and without any problems. The permissible ambient conditions must be complied with. The information in the relevant documentation must be observed.
Trademarks
All names identified by ® are registered trademarks of Siemens AG. The remaining trademarks in this publication may be trademarks whose use by third parties for their own purposes could violate the rights of the owner.
Disclaimer of Liability
We have reviewed the contents of this publication to ensure consistency with the hardware and software described. Since variance cannot be precluded entirely, we cannot guarantee full consistency. However, the information in this publication is reviewed regularly and any necessary corrections are included in subsequent editions.

Table of contents

Table of figures ————————————————————————————————————————————-6

Table of tables ————————————————————————————————————————————–6

1 VDV ———————————————————————————————————————————————7

1.1

VDV 261———————————————————————————————————————9

2 VAS ——————————————————————————————————————————————- 10

2.1

Prerequisite for using VAS ——————————————————————————————- 12

2.2

Process for Global Connection for VAS ————————————————————————– 12

3 Sleep Mode & Wake-up Mechanism——————————————————————————————— 14

4 Success Cases —————————————————————————————————————————- 19

5 Useful Information Links————————————————————————————————————- 21

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VDV VAS
Table of figures
Figure 1 – VDV Scheme. …………………………………………………………………………………………………………….8 Figure 2 – VAS Block Diagram……………………………………………………………………………………………………11 Figure 3 – Communication Exchange Block Diagram……………………………………………………………………..13 Figure 4 – Hamburger Hochbahn AG Depot …………………………………………………………………………………19 Figure 5 – VAG Nürnberg Depot ………………………………………………………………………………………………..20
Table of tables
Table 1. Requirements for V2ICP ……………………………………………………………………………………………….12

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VDV VAS

1

VDV

The Verband Deutscher Verkehrsunternehmen (VDV), Association of German Transport Companies, provides

technical, operational, legal, and economic principles as well as advice and support to its member companies. It

also facilitates the sharing of experience and knowledge among its members.

The International Organization for Standardization (ISO) has an international standard for regulation and control

of electric vehicles (EV), and electric vehicle supply equipment (EVSE), known as the ISO 15118.

ISO 15118, “Road vehicles Vehicle to grid communication interface”, is divided into different parts. Within its

definitions there can be found standard multiple cases, for smart charging, vehicle to grid (V2G) communication

for bi-directional energy transfer and Plug & Charge (PnC). On the ISO 15118-20, two services are defined, future

versions of the standard will have more value added services (VAS) defined. These are exchanged and negotiated

between the EVCC and the SECC by exchanging service discovery and service detail request response messages.

VDV, uses the space in the ISO15118 for the VAS, to create a recommendation for the use and application of the value added services, which are not directly required for a charging process but may offer additional benefits for a customer. There are several recommendations and specifications published by the VDV committee, with two specific ones that are tailored to the eMobility which is VDV 261 for electric buses and VDV 463 for the backend. In Figure 1 we can see the different actors that are into play. In these technical notes only VDV261 and VAS will be covered.

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VDV VAS

Figure 1 – VDV Scheme.

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VDV VAS

1.1

VDV 261

VDV-Recommendation No. 261: “Recommendations on Connection of a Dispositive Backend to an Electric Bus,

Complementary to ISO Standard 15118”, is a technical recommendation that explains how to make sure that the

date interchange required for vehicle preconditioning is ensured. This means, for example, that the temperature

of the e-bus can be adjusted and regulated even before the bus leaves the depot for the programmed route, this

is possible not only for one bus, or one at the time, but for all buses in a depot at the same time, automatically.

The automatic adjustment of temperature is known as preconditioning. The preconditioning is the possibility to cool down or heat up the passenger compartment in the vehicle. This aspect can be very important since it can lead to longer ranges of battery, since the energy needed to cool down or heat up the vehicles is taken from the grid and not from the energy storage in the battery of vehicle, or can be done using the energy stored in the battery of the vehicle and some minutes before departing for the programmed route it can be re-charge up to 100% State of Charge (SoC).

With this we can have the vehicle with a State of Charge of 100% and climatized, ready to fulfill its route in the best and most efficient way possible.

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VDV VAS
VAS
Value Added Service are optional services that are not directly required for a charging process but may offer additional benefits for a customer. Some examples of VAS are, possibility to reserve a charging point, remotely controlling an EV from the charger during charging, network operator services, fleet managing or vehicle manufacturer services. VAS can be seen as a business opportunity within ISO 15118. VDV 261 defines a specific VAS use case for automatic preconditioning of a vehicle, either passenger or commercial EV, during a charging process. This helps to optimize operation planning and processes (e.g., cooling, heating, ventilating). VAS is based on communication processes between EV, charger and backend. The VAS service used for the communication defined in the recommendation VDV 261 is the service named “InternetAccess”. The Vehicle to Infrastructure Communication Protocol (V2ICP) introduced by the recommendation VDV 261 must be used to exchange parameters between the vehicle and the charger that are not part of the vehicle-to-grid (V2G) communication via this service. The challenge here lies in the smooth communication from the EV via the charger to the backend, as this communication chain must be encrypted and coordinated with all parties involved. Other characteristics of this communication are:
· VAS comprise a separate HTTP(S) connection and FTP communication channel. · An encrypted communication channel is created to the EV via the charging station, which the charger
doesn’t have access to. · The EV and the EVSE shall be capable of enabling VAS in general. Figure 2 presents a block diagram of the connections and flow of communication for VAS.

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VDV VAS

Figure 2 – VAS Block Diagram.

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VDV VAS

1.2

Prerequisite for using VAS

A basic prerequisite for using VAS is an encrypted communication between the vehicle and the charging stations

using Transport Layer Security (TLS). This communication must be enabled via an IPv6 network.

Moreover, to use the V2ICP there are some standards and mechanisms that the vehicle, charging station and backend must be able to provide.

Table 1. Requirements for V2ICP
Requirement ISO 15118 Communication IPv6 Capability* Certificate Handling TLS VAS-internet-Port 443 HTTPs capability

Vehicle X X X X X X

Charging Station X X X X X

Backend
X X
X X

*IPv6 capability is mandatory for the backend and in particular the network technology between the charging station and the backend. The IPv6 network configuration is required, and the network services depend heavily on the selected operating environment and on the specific usage variables which are defined via parameters of the V2ICP coupling.

1.3

Process for Global Connection for VAS

For guaranteeing a good function of the VAS the process for connection must be followed and make sure that is

working, Figure 3.

Usually, services which are additional to the installation of the charger need to be defined and configured, and

this sort of communication needs to be tested, based on a commissioning service.

The steps to ensure connectivity for VAS are the following:

· ISP attributes a Global IP to the Router

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VDV VAS
· Normal Charging session is established between EV and EVSE (via link local IPv6) · TLS is enabled and TLS handshake is established · VAS is Negotiated on the ChargeParameterDiscovery V2G message · Router Solicitation (RS) is sent from EVCC to SECC · SECC bridges the RS to the router · Router sends Router Advertisement (RA) to the SECC · SECC bridges the RA to the EVCC · VAS channel is established. EVCC can now make V2ICP requests

Figure 3 – Communication Exchange Block Diagram

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VDV VAS

2

Sleep Mode & Wake-up Mechanism

The Sleep Mode & Wake-up Mechanism works in a way that helps conserve energy and ensure efficient charging.

When the charger is not actively charging the EV, it can activate the Sleep Mode which reduces power consumption

to a minimum. This helps to save electricity and reduce standby power usage. The Wake-up Mechanism is designed

to bring the charger back to an active state when it detects a vehicle is connected or when it receives a signal to

start charging. This mechanism ensures that the charger is ready to provide power to the vehicle whenever it is

needed. These modes contribute to optimizing the efficiency and usability of the EVs.

In conclusion, the wake-up function plays an essential role especially for trucks or buses to maintain an ideal battery level following extended charging periods, such as overnight charging sessions. These functions are necessary to prevent batteries from becoming excessively discharged, which can result in reduced range and lifespan. By utilizing well-designed wake-up functions, it can be ensured that the batteries are fully prepared for use without compromising performance, driving range, or overall longevity.

The mechanisms used for this Sleep and Wake up functionalities were mainly created saving energy consumption in mind. Main scenario is related with moments of the charging process during which the charger is not able to actually transfer any energy due to, for example, a 0kW limitation from a energy management backend. There are

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VDV VAS
also notes related with the use case in which the charger is connected to the vehicle but no charging process actually starts. According IEC61851-23:

This allows (without being mandatory) the charger to enter a “standby mode” if the EV doesn’t initiate a charging process after 2 minutes of being connected, as long as it can be woken up via a “BCB toggle”, This opens the possibility for the EV to decide staying in B1 for extended periods of time and starting (or restarting) automatically a new charging process without any needed user interaction. Same is also described in ISO15118-3, giving more details about the message workflow for such use case:

This means that: – For the charger, while in “sleep mode” CP will stay at B1, meaning duty cycle at 100%. – For the vehicle, while in “sleep mode” even the low-layer module can be powered off.
From the EVSE point of view, the preferred way to resume the charging session (wake up the vehicle) is to just transition the Control Pilot duty cycle from 100% to 5%. This should signal the EV to wake up and start the charging process.

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VDV VAS
In case the B1B2 transition is not supported, SICHARGE UC supports the legacy trigger to wake up the EV using a BEB toggle.

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VDV VAS

From EV point of view, the way to trigger from the EVSE the B2 state which starts the overall charging process is to do a BCB toggle. The mechanism and timings are described in ISO15118-3 chapter 9.4.

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VDV VAS

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3

Success Cases

Hamburger Hochbahn AG, Alsterdorf (Carports 3 & 4), Germany

VDV VAS

Figure 4 – Hamburger Hochbahn AG Depot
The customer faced the challenge of electrifying one of the largest and most modern bus depots for electric buses in Europe, with 240 parking spaces needing charging infrastructure with support for value added services. Siemens provided a solution that included 96 SICHARGE UC 200 charging points, two medium-voltage switchgears (8DJH, 20 kV), and eight low-voltage switchgears (SIVACON S8). The benefits for the customer included a reliable partner for the complete electrification of the depot, powerful charging capabilities of up to 150 kW, a space-saving installation with the technical center located on the carport’s roof and electric buses 100% charged performing preconditioning.

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VDV VAS
VAG Nürnberg, Germany

Figure 5 – VAG Nürnberg Depot
The challenge involved electrifying one of the largest electric depots in Germany, comprising 39 parking lots owned by VAG in Nuremberg, with the goal of transitioning toward sustainable urban transportation using electric buses and selecting the appropriate charging infrastructure, that would also be able to support with preconditioning. To address this, Siemens installed 20 SICHARGE UC Charging Centers and 39 SICHARGE UC Dispensers, along with establishing a medium-voltage connection to supply 100% green electricity. This robust and modular charging infrastructure is designed for future expansion as the electric fleet grows, and the dispensers were flexibly configured and installed under the ceiling for convenient charging guarantying that the vehicles leave each day fully charged and preconditioned for best serving Nuremberg city.

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4

Useful Information Links

https://knowhow.vdv.de/documents/261/ https://knowhow.vdv.de/documents/463/ https://www.vdv.de/downloads/5638/261%20%20SEK/forced

VDV VAS

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More information https://www.siemens.com/emobility
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Status 09/2024 Subject to changes and errors