EN ISO 15118-3:2016

SLOVENSKI STANDARD
01-junij-2016
Cestna vozila - Komunikacijski vmesnik med vozilom in omrežjem - 3. del: Zahteve
za fizikalne in podatkovne povezovalne plasti (ISO 15118-3:2015)
Road vehicles - Vehicle to grid Communication interface - Part 3: Physical and data link
layer requirements (ISO 15118-3:2015)
Straßenfahrzeuge - Kommunikationsschnittstelle zwischen Fahrzeug und Ladestation -
Teil 3: Anforderungen an physikalische- und Datenverbindungsschnittstelle (ISO 15118-
3:2015)
Véhicules routiers - Interface de communication entre véhicule et réseau électrique -
Partie 3: Exigences relatives à la couche physique et à la couche liaison de données
(ISO 15118-3:2015)
Ta slovenski standard je istoveten z: EN ISO 15118-3:2016
ICS:
35.100.10 )L]LþQLVORM Physical layer
35.100.20 Podatkovni povezovalni sloj Data link layer
43.040.15 $YWRPRELOVNDLQIRUPDWLND Car informatics. On board
9JUDMHQLUDþXQDOQLãNLVLVWHPL computer systems
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN ISO 15118-3
EUROPEAN STANDARD
NORME EUROPÉENNE
April 2016
EUROPÄISCHE NORM
ICS 43.120
English Version
Road vehicles - Vehicle to grid Communication interface -
Part 3: Physical and data link layer requirements (ISO
15118-3:2015)
Véhicules routiers - Interface de communication entre Straßenfahrzeuge - Kommunikationsschnittstelle
véhicule et réseau électrique - Partie 3: Exigences zwischen Fahrzeug und Ladestation - Teil 3:
relatives à la couche physique et à la couche liaison de Anforderungen an physikalische- und
données (ISO 15118-3:2015) Datenverbindungsschnittstelle (ISO 15118-3:2015)
This European Standard was approved by CEN on 21 February 2016.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2016 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN ISO 15118-3:2016 E
worldwide for CEN national Members.

Contents Page
European foreword . 3
European foreword
The text of ISO 15118-3:2015 has been prepared by Technical Committee ISO/TC 22 “Road vehicles” of
the International Organization for Standardization (ISO) and has been taken over as EN
ISO 15118-3:2016 by Technical Committee CEN/TC 301 “Road vehicles” the secretariat of which is held
by AFNOR.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by October 2016, and conflicting national standards shall
be withdrawn at the latest by October 2016.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent
rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
According to the CEN-CENELEC Internal Regulations, the national standards organizations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
Endorsement notice
The text of ISO 15118-3:2015 has been approved by CEN as EN ISO 15118-3:2016 without any
modification.
INTERNATIONAL ISO
STANDARD 15118-3
First edition
2015-05-15
Road vehicles — Vehicle to grid
communication interface —
Part 3:
Physical and data link layer
requirements
Véhicules routiers — Interface de communication entre véhicule et
réseau électrique —
Partie 3: Exigences relatives à la couche physique et à la couche
liaison de données
Reference number
ISO 15118-3:2015(E)
©
ISO 2015
ISO 15118-3:2015(E)
© ISO 2015, Published in Switzerland
All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized otherwise in any form
or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior
written permission. Permission can be requested from either ISO at the address below or ISO’s member body in the country of
the requester.
ISO copyright office
Ch. de Blandonnet 8 • CP 401
CH-1214 Vernier, Geneva, Switzerland
Tel. +41 22 749 01 11
Fax +41 22 749 09 47
copyright@iso.org
www.iso.org
ii © ISO 2015 – All rights reserved

ISO 15118-3:2015(E)
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Symbols and abbreviated terms . 4
5 Conventions . 5
5.1 Definition of OSI based services . 5
5.2 Requirement structure . 5
5.3 Normative references convention . 5
6 System architecture . 6
6.1 Communication layers overview . 6
6.2 Definition of high-level communication and basic signalling . 7
6.2.1 Basic signalling . 7
6.2.2 High-level communication . 7
6.3 Identification requirements. 8
6.4 System requirements . 8
6.4.1 Overview . 8
6.4.2 EVSE . 8
6.4.3 EV . 9
6.5 Configuration of a low-layer communication module .10
7 Connection coordination .10
7.1 General .10
7.2 Overview .10
7.3 Plug-in phase .17
7.3.1 EVSE side .17
7.3.2 EV side .17
7.4 Initialization phase .17
7.5 Loss of communication .18
7.5.1 EVSE side .18
7.5.2 EV side .18
7.6 Sleep mode and wake-up .19
7.6.1 Entering the sleep mode .19
7.6.2 Wake-up.19
7.6.3 During a charge pause . .20
7.7 Plug-out phase .20
8 Timings and constants.21
9 Matching EV — EVSE process .22
9.1 Overview .22
9.2 Initialization of matching process .24
9.3 Discovery of the connected low-layer communication module.24
9.4 Validation of matching decision .25
9.5 Set-up a logical network .27
9.6 Leave the logical network .27
9.7 Error handling .27
10 EMC requirements .27
11 Signal coupling .27
12 Layer 2 interfaces.28
12.1 Overview .28
ISO 15118-3:2015(E)
12.2 Data SAP .28
12.3 Data link control SAP to layer 3 .28
Annex A (normative) HomePlug Green PHY on control pilot line .30
Annex B (informative) IEEE 1901.2 G3-PLC profile on control pilot line.72
Bibliography .79
iv © ISO 2015 – All rights reserved

ISO 15118-3:2015(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any
patent rights identified during the development of the document will be in the Introduction and/or on
the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity
assessment, as well as information about ISO’s adherence to the WTO principles in the Technical Barriers
to Trade (TBT) see the following URL: Foreword - Supplementary information
The committee responsible for this document is ISO/TC 22, Road vehicles, Subcommittee SC 31, Data
communication.
ISO 15118 consists of the following parts, under the general title Road vehicles — Vehicle to grid
communication interface:
— Part 1: General information and use-case definition
— Part 2: Network and application protocol requirements
— Part 3: Physical layer and Data Link Layer requirements
The following parts are under preparation:
— Part 4: Network and application protocol conformance test
— Part 5: Physical layer and data link layer conformance test
— Part 6: General information and use-case definition for wireless communication
— Part 7: Network and application protocol requirements for wireless communication
— Part 8: Physical layer and data link layer requirements for wireless communication
ISO 15118-3:2015(E)
Introduction
The pending energy crisis and the necessity to reduce greenhouse gas emissions has led the vehicle
manufacturers to a very significant effort to reduce the energy consumption of their vehicles. They
are presently developing vehicles partly or completly propelled by electric energy. Thus, vehicles will
reduce the dependency on oil, improve the global energy efficiency, and reduce the total CO emissions
for road transportation if the electricity is produced from renewable sources. To charge the batteries of
such vehicles, specific charging infrastructure is required.
Much of the standardization work on dimensional and electrical specifications of the charging
infrastructure and the vehicle interface is already treated in the relevant ISO or IEC groups. However,
the question of information transfer between the vehicle and the grid has not been treated sufficiently.
Such communication is beneficial for the optimization of energy resources and energy production
systems as vehicles can recharge at the most economic or most energy-efficient instants.
It is also required to develop efficient and convenient payment systems in order to cover the resulting
micro-payments. The necessary communication channel might serve in the future to contribute to the
stabilization of the electrical grid, as well as to support additional information services required to
operate electric vehicles efficiently.
vi © ISO 2015 – All rights reserved

INTERNATIONAL STANDARD ISO 15118-3:2015(E)
Road vehicles — Vehicle to grid communication interface —
Part 3:
Physical and data link layer requirements
1 Scope
This part of ISO 15118 specifies the requirements of the physical and data link layer for a high-level
communication, directly between battery electric vehicles (BEV) or plug-in hybrid electric vehicles
(PHEV), termed as EV (electric vehicle) [ISO-1], based on a wired communication technology and the
fixed electrical charging installation [Electric Vehicle Supply Equipment (EVSE)] used in addition to the
basic signalling, as defined in [IEC-1].
It covers the overall information exchange between all actors involved in the electrical energy exchange.
ISO 15118 (all parts) is applicable for manually connected conductive charging.
Only “[IEC-1] modes 3 and 4” EVSEs, with a high-level communication module, are covered by this part
of ISO 15118.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 15118-1:2013, Road vehicles — Vehicle to grid communication interface — Part 1: General information
and use-case definition
ISO 15118-2:2014, Road vehicles — Vehicle to grid communication interface — Part 2: Network and
application protocol requirements
IEC 61851-1:2010, Electric vehicle conductive charging system — Part 1: General requirements
IEC/TS 62763:2013, Pilot function through a control pilot circuit using PWM (pulse width modulation) and
a control pilot wire
3 Terms and definitions
For the purposes of this document, the terms and definition in [ISO-1] and the following apply.
3.1
amplitude map
specifies a transmit power-reduction factor for each subcarrier related to the tone mask
3.2
central coordinator
manager of a HomePlug Green PHY network
3.3
channel access priority
CAP
method to prioritize the channel access
Note 1 to entry: See [HPGP].
ISO 15118-3:2015(E)
3.4
coexistence
ability of different low-layer communication systems to share the same physical media and to function
simultaneously
3.5
communication media
physical media carrying the low-layer communication signal is given by the cable assembly, which
connects the charging infrastructure and the EV
3.6
communication node
device equipped with a low-layer communication modem chip; it characterizes one logical and physical
communication device that is attached to a physical media and is capable of sending, receiving, or
forwarding information over a communication channel
3.7
connection coordination
entity which provides the whole functionality for EV to EVSE matching and initialization, through the
data link control SAP, described in Clause 6
Note 1 to entry: This entity also controls the relationships between the basic signalling and the upper layers.
3.8
crosstalk
capacitive or inductive coupling between two individual electric circuits, each providing a media for a
low-layer communication network, in a way that the two networks are influenced by each other
3.9
data link control SAP
service access point which defines the interface between the connection coordination module and the
low-layer communication technology for managing the link status
3.10
DATA SAP
service access point that defines the interface between layer 2 and layer 3 for exchange of v2g-related payload
3.11
ETH SAP
Ethernet II-class SAP supports applications using Ethernet II class packets, including IEEE 802.3 with or
without IEEE 802.2 (LLC), IEEE 802.1H (SNAP) extensions, and/or VLAN tagging
3.12
external identification means
EIM
any external means that enable the user to identify his contract or the car
3.13
initialization
process of interaction between the EV, EVSE, and an external trigger, beginning from plug-in of the cable
assembly until the decision for the charging mode to be applied
Note 1 to entry: This process is used for the charging modes 3 and 4, as described in [IEC-1].
3.14
IO SAP
IO control path interfaces hardware i/o control (e.g. control pilot duty cycle) and the control pilot wire
Note 1 to entry: This entity provides an IO SAP, which is defined in Clause 12.
2 © ISO 2015 – All rights reserved

ISO 15118-3:2015(E)
3.15
inter system protocol
enables various broadband power line systems to share power line communication resources in time
(time domain multiplex), in frequency (frequency domain multiplex), or both
Note 1 to entry: For more information, refer to [IEEE].
3.16
logical network
set of low-layer communication stations which use the same network key
Note 1 to entry: Only members of the same logical network are able to exchange encrypted payload data and are
visible for each other on higher layers. Different logical networks might exist on the same physical media at the
same time and are typically used for network segmentation.
Note 2 to entry: A logical network is defined for layer 2.
3.17
low-layer communication
functions managed by the OSI layer 1 and layer 2 of the modem
3.18
low-layer communication module
functional assembly behind each socket outlet or each connector, depending on the type of EV connection
([IEC-1]), which includes the communication node and the connection coordination functionality
3.19
MAC address
unique identifier assigned to network interfaces for communication on the data link layer
3.20
management message entry
MME
messages exchanged between PLC nodes or a PLC node and higher layers for control purposes
3.21
matching
process to determine the low-layer communication modules of EV and EVSE, where EV is physically
connected to, in a direct way
Note 1 to entry: “Matching” refers to “Association” (use-case A) in ISO 15118-1.
3.22
nominal duty cycle
10 % to 96 % control pilot duty cycle, according to [IEC-1], generated by the EVSE
3.23
pilot function controller
system that manages the control pilot line on the EVSE side, according to [IEC-1]
3.24
plug and charge
identification mode where the customer just has to plug their vehicle into the EVSE and all aspects of
charging are automatically taken care of with no further intervention from the customer
3.25
QPSK modulation
phase modulation technique that transmits two bits in four modulation states
ISO 15118-3:2015(E)
3.26
ROBO mode
communication mode which uses QPSK only for carrier modulation within the orthogonal frequency
division multiplexing (OFDM) to achieve higher robustness in transmission
Note 1 to entry: The ROBO mode can be set to three different performance levels: Mini-ROBO, Standard ROBO, and
High-speed ROBO.
3.27
shared bandwidth
in cases where different systems use the same physical media to transmit data, the data rate for each
system might be limited, depending on the mechanism used to allocate it
3.28
signal coupling
method of coupling the signal on the communication media
3.29
signal level attenuation characterization
SLAC
protocol to measure the signal strength of a signal between HomePlug Green PHY stations
3.30
tone mask
defines the set of tones (or carriers) that can be used in a given regulatory jurisdiction or given application
3.31
valid duty cycle
duty cycle that is 5 % or 10 % to 96 %, according to [IEC-1], generated by the EVSE
4 Symbols and abbreviated terms
ARIB Association of Radio Industries and Businesses
CAP Channel Access Priority
CCo Central Coordinator
D-LINK Data Link
EIM External Identification Mean (as defined in ISO 15118-1)
ERDF Electricité et Réseau de France
FCC Federal Communications Commission
HLE Higher Layers Entities
HPGP HomePlug Green PHY
ID Identification
IEEE Institute of Electrical and Electronics Engineers
ISP Intersystem Protocol
ITU International Telecommunication Union
MAC Media Access Control
4 © ISO 2015 – All rights reserved

ISO 15118-3:2015(E)
MME Management Message Entry
PE Protective Earth
PLC Power Line Communication
PnC Plug and Charge (as defined in ISO 15118-1)
QPSK Quadrature Phase Shift Keying
SAP Service Access Point
SE Supply Equipment
SLAC Signal Level Attenuation Characterization
5 Conventions
5.1 Definition of OSI based services
[ISO-3] is based on the OSI service conventions (ISO/IEC 10731:1994) for the individual layers specified
in this part of ISO 15118.
5.2 Requirement structure
Each individual requirement included in this part of ISO 15118 has a unique code, e.g. [V2G3-YXX-ZZZ]
requirement text, where
— “V2G3” represents the [ISO-3] set of standards,
— “Y” represents the main body (M)/Annexes (Annexes’ letter),
— “XX” represents the number of the current clause,
— “ZZZ” represents the individual requirement number and
— “requirement text” includes the actual text of the requirement.
EXAMPLE [V2G3-M01–01] This shall be an example requirement.
5.3 Normative references convention
Each reference to a normative document has the following unique codes assigned:
[IEC-1] IEC 61851-1
[IEC-21] IEC 61851-21
[IEC-22] IEC 61851-22
[IEC-2] IEC 62196-2
[IEC-3] IEC/TS 62763
[ISO-0] ISO 15118-series
[ISO-1] ISO 15118-1
[ISO-2] ISO 15118-2
ISO 15118-3:2015(E)
[ISO-3] ISO 15118-3
6 System architecture
6.1 Communication layers overview
This part of ISO 15118 is organized along architectural lines, emphasizing the large-scale separation of
the system into two parts: the MAC sublayer of the data link layer and the physical layer. These layers
are intended to correspond closely to the lowest layers of the ISO/IEC model for open systems. Figure 1
shows the relationship of the [ISO-3] to the OSI reference model.
Vehicle-to-Grid communication
ISO 15118-1
General information and use-case deƒinition
ISO 15118-2
OSI layer 7
Network and application protocol requirements
Application
OSI layer 6
Presentation
OSI layer 5
Session
OSI layer 4
Transport
OSI layer 3
Network
V2G standardized service primitive interface
Figure 1 — Overview of [ISO-0] in the ISO/IEC OSI reference model
[ISO-3] defines requirements applicable to layer 1 and layer 2, including V2G standardized service
primitive interface, according to the OSI layered architecture. Layer 3 to layer 7 is specified in [ISO-2].
Beside the communication related stack on the left and middle of Figure 2, a hardware control path on
the right provides triggering and signalling means for [IEC-1] related signalling.
This part of ISO 15118 is covering both AC and DC use-cases. If not defined differently, requirements
apply for both AC and DC.
6 © ISO 2015 – All rights reserved

ISO 15118-3:2015(E)
Application
Higher layers
Data link control SAP
Presentation
Data SAP Connection coordination
Session
Control SAP
Convergence layer
Transport
Control pilot
Convergence MAC SAP
(IEC 61851-1)
Network
Hardware I/Os
PLC MAC layer
MAC/PHY SAP
Data Link
PLC Physical layer
Physical
Key
covered by communication technology specification
Figure 2 — [ISO-3] relationship to the ISO/IEC OSI reference model
6.2 Definition of high-level communication and basic signalling
This part of ISO 15118 describes in the main body, the general requirements to the communication.
Specific requirements depending on the technology are described in the Annex A.
6.2.1 Basic signalling
[V2G3-M06-01] The basic signalling follows [IEC-1]. All timings shall be compliant with the [IEC-1],
Annex A.
Any charging process, no matter the presence of high-level communication, uses the bidirectional
signalling according to [IEC-1], indicating EV related information through control pilot states and EVSE
related information through the duty cycle of the control pilot signal.
6.2.2 High-level communication
[V2G3-M06-02] The HLC shall be used in addition to the basic signalling in order to enable a bidi-
rectional communication and offer additional features.
The sequence of the data exchange within the HLC-based charging session is done in accordance with
the [ISO-2] communication protocol.
It can be split into three periods as follows:
— data link setup;
— V2G setup;
— V2G charging loop.
NOTE The detailed descriptions are given in [ISO-2].
ISO 15118-3:2015(E)
[V2G3-M06-03] During the V2G charging loop, the PWM duty cycle shall not change due to dynam-
ically changed grid information. Those dynamically changed grid limitations shall
be provided through the high-level communication messages.
In case basic charging is used as back-up of HLC-C (e.g. when HLC-C has failed), the duty cycle is allowed
to change due to dynamically changed grid information, according [IEC-1] requirements.
6.3 Identification requirements
The initialization phase depends on whether identification “ID from EV” or EIM is required, as described
in [ISO-1], use-cases D1, D2, D3, and D4.
[V2G3-M06-04] When authorization (payment) is required for charging, the EVSE shall offer PnC
(ID from EV) or EIM means.
Any payment included in a package (parking fee, in a flat rate, etc.) is considered as “No ID required”
since the energy is paid for by means totally independent of the EVSE.
NOTE 1 The need for authentication can be externally triggered.
NOTE 2 The “ID required” covers only the ID for operating purposes and does not cover all the identification
linked to the “security” as described in the [ISO-2].
NOTE 3 The feature PnC is called “ID from EV”, using the message set of [ISO-2].
NOTE 4 At a publicly accessible EVSE with only “ID from EV”, there might be a fallback solution to allow any EV
to be able to charge.
If the duty cycle is set to 5 % and PnC is intended to be used, the EVCC may launch an “ID recognition”
from the EV (Use-case D1 and D2 of [ISO-1]). According to the EV’s answer, the SECC may decide to allow
the charge or not.
6.4 System requirements
In the following subclauses, the abbreviations concerning the control pilot states (eg X1, X2, B1, B2, etc.),
are described in [IEC-3].
6.4.1 Overview
This Clause defines the requirements on the triggering of the EVSE and the EV immediately after the
plug-in of the cable assembly. It includes the specifications of sequences, when and how the contract ID
is recognized, when to launch the matching process (at the MAC level), and how to decide to use basic
charging or high-level communication charging.
6.4.2 EVSE
6.4.2.1 Control pilot requirements
Each EVSE outlet has its own dedicated pilot function controller.
The trigger and timing relations between basic signalling and HLC connection setup are described in Clause 7.
For implementation and synchronization between [IEC-1] and [ISO-3], please refer to [ISO-2] 8.7.4.
NOTE 1 If a nominal duty cycle is set, it is recommended to keep it as the maximum current capacity of the
charging station and let the high-level communication messages dynamically adjust the available max current.
8 © ISO 2015 – All rights reserved

ISO 15118-3:2015(E)
[V2G3-M06-05] In case no communication could be established with a 5 % control pilot duty cycle
(matching process not started), if the EVSE wants to switch to a nominal duty cycle,
then the change from 5 % to a nominal duty cycle shall be done with a specific
sequence B2 or C2 (5 %) -> E or F -> B2 (nominal value) to allow backward compati-
bility. The minimum time at the control pilot state E or F is defined to T_step_EF.
NOTE 2 Each EVSE supplier is free to choose between the state E and the state F to make the transition,
according to its implementation.
[V2G3-M06-06] In case a communication has already been established within 5 % control pilot duty
cycle (“Matched state” reached or matching process ongoing), a change from 5 %
to a nominal duty cycle shall be done with a X1 state in the middle (minimum time
as defined in [IEC-3] Seq 9.2), to signal the EV that the control pilot duty cycle will
change to a nominal duty cycle.
[V2G3 M06-07] If an AC EVSE applies a 5 % control pilot duty cycle, and the EVSE receives no SLAC
request within TT_EVSE_SLAC_init, the EVSE shall go to state E or F for T_step_EF,
shall go back to 5 % duty cycle, and shall reset the TT_EVSE_SLAC_init timeout
before being ready to answer a matching request again. This sequence shall be
retried C_sequ_retry times. At the end, without any reaction, the EVSE shall go to
state X1.
NOTE 3 In the X1 control pilot state, a customer can make an EIM action at any time.
[V2G3-M06-08] After positive EIM, if no matching process is running, the EVSE shall signal control
pilot state E/F for T_step_EF, then signal control pilot state X1/X2 (nominal).
[V2G3 -M06-09] If a control pilot state E/F -> Bx, Cx, Dx transition is used for triggering retries or
legacy issues, the state E/F shall be at least T_step_EF.
6.4.2.2 Low-layer communication requirements
The [ISO-1], Annex A provides examples for charging infrastructure architectures.
The matching process is designed for working between the low-layer communication module locally
assigned to each socket-outlet, on the EVSE side, and the EVCC.
NOTE 1 The complete matching process description is given in Clause 9.
[V2G3-M06-10] In case of charging station enclosures with multiple socket-outlets or attached
cables and only one low-layer communication module managing the complete sta-
tion, these shall behave as an individual low-layer communication module for each
outlet.
NOTE 2 It’s highly recommended to build a point to point architecture (one low-layer communication module
on EVSE side, and one low-layer communication module per EV).
[V2G3-M06-11] The matching process shall be launched by a transition from state A, E, or F to state
Bx, Cx, or Dx.
6.4.3 EV
6.4.3.1 Control pilot requirements
On seeing a nominal duty cycle, the EV may launch the charge at any time.
[V2G3-M06-12] In the HLC-C mode, in case of a nominal duty cycle, the vehicle shall determine the
maximum charge current, defined by the EVSE, by calculating the minimum of the
following values:
ISO 15118-3:2015(E)
—  maximum charge current given by the control pilot duty cycle;
—  maximum charge current given by the HLC-C messages.
6.4.3.2 Low-layer communication requirements
[V2G3-M06-13] The matching process shall be launched by a transition from state A, E, or F to state
Bx, Cx, or Dx.
[V2G3-M06-14] The EV shall always charge in the HLC-C mode, as soon as V2G charging loop is
started.
Within the V2G charging loop, the EV is not allowed to charge in the basic charging mode.
Before the V2G charging loop and after the V2G communication session, the EV is allowed to charge in
the basic charging mode in case of nominal control pilot duty cycle.
In case of AC-charging, an EV should be capable to switch from a HLC-C mode to a basic charging mode,
if an error occurs on the high-level communication, even if a HLC-C mode is already launched.
[V2G3-M06-15] During a matching process, a change in the duty cycle shall not terminate/interrupt
the matching process on EV side.
6.5 Configuration of a low-layer communication module
If there is a coexistence issue with the grid, technical decisions including application of alternative PLC
standard technologies like ISO/IEC 12139-1, should be considered in that situation: KR.
Coexistence mechanisms are not defined in this part of ISO 15118.
[V2G3-M06-16] Each communication node shall provide a method to exchange authorized frequen-
cies to be used, to be in line with frequency restrictions. A communication node
shall respect the spectrum limitation sent by the counterpart node.
NOTE All EVSEs should be able to update the set of frequencies to be used according to future legislative
regulations.
7 Connection coordination
7.1 General
This Clause describes the behaviour of the system, at different phases of a charging session, between a
plug-in and a plug-out.
7.2 Overview
Table 1 gives a summary of PnC and/or EIM implementation on EVSEs. Details are given in the following
figures. For example, Seq 1 b), c), and d) means that the branches b), c), and d) apply.
10 © ISO 2015 – All rights reserved

ISO 15118-3:2015(E)
Table 1 — EIM and/or PnC in EVSEs
Figure no. Description PnC EIM with BC EIM w/o BC IEC 61851-1
charging
AC EVSE Figure 3 Seq1. Matching not a) b) c) d)
started (start with 5 %)
Figure 4 Seq2. Matching not a) b) c) d)
started (start with X1)
Figure 5 Seq3. Matching a) b) c) -
started (start with 5 %)
Figure 6 Seq4. Matching a) b) c) -
started (start with X1)
Figure 7 Seq5. EIM before - b) c) d)
plug-in
DC EVSE Figure 8 Seq6. a) - c) -
The following figures show EVSEs control pilot handling for different scenarios. Re-init means a restart
of the session (without plug-in/out) by control pilot state E transition (e.g. error handling).
Figure 3 shows an AC EVSE supporting HLC-C with PnC and EIM. The matching process is not started
when EIM is done. The EVSE applies 5 % control pilot duty cycle after plug-in. Control pilot state X1
could be applied for a short time until the control pilot oscillator is switched on. If an EVSE only supports
EIM or PnC, only some branches exist.
V2G Setup †inished
Plug-in
X1 or X2 (5 %) X2 (5 %) X2 (5 % or nom.) "Matched state" and authorization OK
a) PnC
HLC-C
Re-init EIM done & matching
process not started
E/F (0 %) X2 (nom.)X2 (nom.) X2 (5 % or nom.)
b) EIM w.
BC
BC HLC-C
T_step_EF V2G Setup †inished
X2 (nom.) X2 (5 % or nom.)
c) EIM
w/o BC
HLC-C
V2G Setup †inished
X2 (nom.)X2 (nom.)
d) [IEC-1]
Key
possible procedure
mandatory procedure
HLC-C charging controlled by high-level communication
charging controlled by IEC 61851-1
BC
trigger condition
NOTE 1 CP state X1 is allowed instead of X2 (nom.) following [IEC-3] (Table 5, X1 state usage).
NOTE 2 Branch d) is for EVs not supporting HLC-C.
Figure 3 — Connection coordination Seq 1: AC EVSE with PnC and EIM and matching process not
started before EIM, 5 % control pilot duty cycle after plug-in
ISO 15118-3:2015(E)
Figure 4 shows an AC EVSE supporting HLC-C with PnC and EIM. The matc
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