Internati
o
nal
Journal of P
o
wer Elect
roni
cs an
d
Drive
S
y
ste
m
(I
JPE
D
S)
V
o
l.
7, N
o
. 1
,
Mar
c
h
20
16
,
pp
. 24
6
~
25
3
I
S
SN
: 208
8-8
6
9
4
2
46
Jo
urn
a
l
h
o
me
pa
ge
: h
ttp
://iaesjo
u
r
na
l.com/
o
n
lin
e/ind
e
x.ph
p
/
IJPEDS
Unification Requirements of Electric Vehicle Charging
Infrastructure
Kha
lil Sa
la
h,
Na
zri Kama
Advanced Infor
m
atics
School, Universiti
Te
kno
logi Malay
s
ia, K
u
al
a Lumpur, M
a
lay
s
ia
Article Info
A
B
STRAC
T
Article histo
r
y:
Received Oct 30, 2015
Rev
i
sed
Jan 14, 201
5
Accepte
d
Fe
b 2, 2016
B
y
incr
easing
e
lectr
i
c vehi
cles in numbers and
getti
ng th
e public attention,
avai
labi
lit
y,
saf
e
t
y
and a
c
c
e
ssibilit
y
of i
t
s ch
a
r
ging infr
astruct
u
re ar
e
k
e
y
factorsto users’
satisfaction. C
h
argi
ng infrastr
u
cture in electric vehicle
industr
y
can ha
ve a role
as an interf
ace for
exc
h
anging inform
a
tion am
ong
other componen
t
s as well. Currently
, lack
of universality
in
electric vehicle
industr
y
has caused anisolatio
n in ne
tworks of electri
c vehicles. This
isolationwi
ll ca
use
diffi
cult
y
i
n
having
an
ag
gregat
ed s
e
t of
inform
atio
n
about
electric v
e
hicles and
th
eir c
onsumption pattern. The
paper
rev
i
ews
c
u
rre
nt
c
h
a
r
gi
ng i
n
fra
st
ruct
ure
and t
h
e
possi
bi
l
ity
of provi
di
ng
uni
ve
rsa
lity
based on
cand
i
d
a
te protoco
l
s an
d technologies.
Keyword:
Char
gin
g
In
fra
structu
r
e
Electric Ve
hicle
Electric Ve
hicle Standards
Copyright ©
201
6 Institut
e
o
f
Ad
vanced
Engin
eer
ing and S
c
i
e
nce.
All rights re
se
rve
d
.
Co
rresp
ond
i
ng
Autho
r
:
Kh
alil Salah
,
Ad
va
nced
I
n
f
o
rm
ati
c
s Scho
ol
,
Un
i
v
ersiti Tekn
o
l
o
g
i
Malaysia,
Jal
a
n
S
u
l
t
a
n Y
a
hy
a
Pet
r
a
,
54
10
0 K
u
al
a
L
u
m
pur, W
i
l
a
y
a
h
Perse
k
ut
ua
n, M
a
l
a
y
s
i
a
.
Em
a
il: salah
.
kh
@g
m
a
il.co
m
1.
INTRODUCTION
Ch
arg
i
ng
in
frastru
c
ture (CI) is an
i
m
p
o
r
tan
t
en
tity
o
f
p
o
wer g
r
i
d
. Av
ailab
ility o
f
th
is in
frastru
cture
is a k
e
y fact
o
r
in
g
e
n
e
ral accep
tan
ce
of Electric Veh
i
cles (EV)
[1
]–[3
]. In
ad
d
ition
to
t
h
e
p
h
y
sical charg
i
ng
facilities, CI is
a central com
m
unication interface am
ong
EV, Electric
Vehicle Supply
Equipm
ent (EVSE
)
,
Po
wer
Gri
d
, a
n
d ene
r
gy
su
ppl
i
e
rs [
4
]
,
[5]
.
T
h
e dat
a
ret
u
r
n
i
ng
fr
om
EV t
h
ro
u
gh c
h
ar
ge
p
o
i
n
t
(C
P
)
ca
n b
e
use
d
fo
r m
oni
t
o
ri
n
g
,
sche
dul
i
n
g
,
ener
gy
di
st
ri
b
u
t
i
on c
o
nt
r
o
l
l
i
ng
d
u
ri
n
g
pea
k
h
o
u
rs
, an
d
m
a
nagi
n
g
t
h
e
ener
gy
consum
ption duri
ng
off-peak
hours
.
Curre
n
tly, the lack of a uni
vers
al c
o
mm
unication interface in C
I
is a
m
a
jor i
s
s
u
e i
n
EV i
n
d
u
st
ry
. S
t
anda
rd
De
vel
opm
ent
Or
ga
ni
zat
i
ons (
S
D
O
s
)
p
r
epa
r
e
d
a fe
w t
e
rm
i
nol
ogi
e
s
a
n
d
m
e
t
hod
ol
o
g
i
e
s
whi
c
h ha
ve
been
use
d
by
EV m
a
nufac
t
u
rer
s
, E
V
SE
m
a
nufact
ure
r
s and
EVS
E
servi
ce
providers (SP) [3]. A s
u
ccess
f
ul depl
oym
e
nt
of E
V
re
quire
s
a unified c
h
ar
ging platform
whic
h is reliable and
avai
l
a
bl
e i
n
bo
t
h
pu
bl
i
c
an
d
pri
v
at
e s
pot
s
[
1
]
,
[
6
]
,
[
7
]
.
T
h
e i
m
port
a
nce
o
f
uni
fi
cat
i
o
n
i
n
cha
r
gi
ng
pl
at
f
o
rm
s
can be hi
ghl
i
g
ht
ed w
h
i
l
e
di
s
c
ussi
n
g
Sm
art
Gri
d
and
Vehi
cl
e-t
o
-
G
ri
d (V
2G
). Sm
art
Gri
d
an
d V
2
G are
fut
u
r
e
tech
no
log
i
es wh
ich
will h
a
v
e
a wid
e
array o
f
adv
a
n
t
ag
es and
opp
ortu
n
ities for Electric Veh
i
cle Own
e
rs
(
E
VO
) an
d en
er
g
y
sup
p
lier
s
[8
]–
[10
]
.
A sm
art
gri
d
i
s
an el
ect
ri
ci
t
y
gri
d
whi
c
h
us
es di
f
f
ere
n
t
di
gi
t
a
l
com
m
unicat
i
ons a
n
d ot
her a
d
van
c
e
d
tech
no
log
i
es to
m
o
n
ito
r and
m
a
n
a
g
e
th
e tran
spo
r
t of electricity. S
m
ar
t g
r
id
is ab
le
to
carry ou
t re
m
o
te
main
ten
a
n
ce,
p
r
ed
ictiv
e an
d d
e
tectiv
e
fu
nctio
n
a
lities for
m
a
in
tain
in
g an
d rep
a
iri
n
g grid
as well as
p
r
icing
facilities fo
r end
u
s
ers [11
]
–
[
13
]. V2
G is a part o
f
sm
ar
t g
r
i
d
wh
ich
u
s
es t
h
e in
form
at
io
n co
llected
fro
m
EVs
for
p
o
wer m
a
n
a
g
e
m
e
n
t
and
p
r
ov
id
es t
h
e
facilities to
sen
d
th
e en
erg
y
fro
m
EV
b
ack
to
th
e
g
r
i
d
[8
]
–
[10
]
.
Sm
art grid and V2G
require
a uni
fied c
o
mm
unication inte
rface a
b
le to
send and
receive inform
ation with
a
b
i
d
i
rection
a
l en
erg
y
flow.
In s
m
art g
r
id
, EVs are in
teg
r
at
ed into the e
n
ergy system
a
n
d
t
h
ey tu
rn
th
e grid
fr
om
a consum
pt
i
o
n
-
ori
e
nt
e
d
pr
o
duct
i
o
n sy
st
em
t
o
a pro
d
u
c
t
i
on-
ori
e
nt
ed
con
s
um
pt
i
on s
y
st
em
. As i
l
l
u
st
rat
e
d
Evaluation Warning : The document was created with Spire.PDF for Python.
I
J
PED
S
I
S
SN
:
208
8-8
6
9
4
Un
ifica
tion
Req
u
i
remen
t
s o
f
Electric
Veh
i
cle Cha
r
g
i
n
g
In
f
r
a
s
tru
c
t
u
re
(Kh
a
lil Sa
lah
)
24
7
i
n
Fi
g
u
r
e
1,
b
e
t
w
een
eve
r
y
ener
gy
c
ons
u
m
er, p
o
w
er
pl
ant
s
, a
n
d t
h
e
po
we
r
di
st
ri
b
u
t
i
on c
o
nt
rol
c
e
n
t
e
r,
i
n
addition to the
powe
r lines, there is a c
o
mm
unication
li
ne for se
ndi
ng and
recei
ving data a
n
d m
e
ssages.
Fi
gu
re
1.
P
o
we
r a
n
d
C
o
m
m
uni
cat
i
on Li
ne
s i
n
F
u
t
u
re
Sm
art Gri
d
s
In
th
is p
a
p
e
r, cu
rren
t CI is rev
i
ewed
and
th
e ca
ndidate com
p
one
n
ts and te
chnologies which are able
t
o
p
r
o
v
i
d
e a
un
i
v
ersal
C
I
are i
n
t
r
od
uce
d
. T
h
e
pa
per i
s
o
r
ga
n
i
zed as
fol
l
o
ws
:
i
n
sect
i
o
n 2
t
h
e c
o
m
pone
nt
s
of
C
I
are
re
viewe
d
. Section 3
disc
usses on
t
h
e suitable
en
tities and c
o
m
m
u
n
ication m
e
thods a
b
le to
provi
de
u
n
i
v
e
rsality. Fi
n
a
lly, so
m
e
con
c
lu
si
o
n
s
are presen
ted
in sectio
n
4
.
2.
C
H
A
R
GING IN
FR
ASTRUC
TUR
E
C
I
con
s
i
s
t
s
of
di
ffe
re
nt
com
pone
nt
s,
but
t
h
e
t
e
r
m
ge
neral
l
y
refers t
o
E
V
S
E
and t
h
e c
h
ar
gi
n
g
st
at
i
ons
p
r
ov
id
ed
to
rech
arg
e
th
e EV b
a
ttery. EVSE is b
a
sica
lly the conduct
o
r, EV connector, attach
m
e
nt plugs a
nd
al
l
ot
her
de
vi
c
e
s w
h
i
c
h
are
b
e
i
ng
use
d
f
o
r t
h
e
pu
r
pose
of
del
i
v
eri
n
g
ene
r
gy
t
o
t
h
e E
V
.
Al
t
h
o
u
g
h
t
h
e
c
h
ar
gi
n
g
p
r
o
cess m
o
stly
h
a
pp
en
s
d
u
ring
th
e n
i
gh
t at h
o
m
e o
r
in
p
a
rk
i
n
g
lo
ts du
ri
n
g
th
e
d
a
y, availab
ility
o
f
a p
u
b
lic
ch
arg
i
ng
station
is an
i
m
p
o
r
tan
t
factor in
p
e
netratio
n
of
EVs [1
], [6
], [7
].
Mo
reo
v
e
r, th
e
u
n
i
v
e
rsality in
CI can
address ra
nge anxiety. Range
anxiety is
the
fear of being left on the road
with an em
pty
battery whe
r
e there is
no
cha
r
gi
n
g
st
at
i
on
[6]
,
[1
4]
or
l
ack
o
f
a
n
y
C
I
i
n
whi
c
h
t
h
e E
V
O
ha
s
regi
st
e
r
ed
. R
a
nge
an
xi
et
y
can
be
considere
d
a
s
a
not
her im
pact
on
m
a
rket
acceptance of
E
V
s [14], [15].
There are t
h
re
e di
ffere
nt
t
y
pes of EVs
on t
h
e roa
d
:
bat
t
e
r
y
el
ect
ri
c vehi
cl
es (B
EV),
pl
ug
-i
n hy
br
i
d
electric vehicl
es (PHE
V), a
n
d
hybri
d
electric vehicle
(H
E
V
).
I
n
HE
V, t
h
e s
o
u
r
ce
of
e
n
er
gy
i
s
gasol
i
ne.
In
or
der t
o
rec
h
a
r
ge t
h
e
bat
t
e
ry
i
n
B
E
V a
n
d
P
H
EV
, t
h
e
ve
hi
cl
e needs t
o
be
pl
u
gge
d i
n
t
o
an ext
e
rnal
s
o
urce
o
f
ener
gy
usi
n
g t
h
e
pr
o
p
er
EV
S
E
an
d c
h
ar
ge
r [
16]
.
2.
1. Ch
ar
gers
EV Battery ch
arg
e
rs are im
p
o
rtan
t en
tities
o
f
CI.
An
EV b
a
ttery ch
arger m
u
st b
e
efficien
t and
rel
i
a
bl
e, wi
t
h
hi
g
h
p
o
we
r d
e
nsi
t
y
, l
o
w co
st
, and l
o
w v
o
l
u
m
e
and we
i
ght
[
17]
. Th
e
s
e char
gers ca
n be
cat
ego
r
i
zed
i
n
t
o
on
-
boa
rd
, of
f-
boa
r
d
, u
n
i
d
i
r
ect
i
onal
,
bi
d
i
rectio
n
a
l, con
ductiv
e, an
d indu
ctiv
e ch
arg
e
rs with
sup
p
o
rt
f
o
r
di
f
f
e
rent
c
h
ar
gi
ng
l
e
vel
s
an
d c
h
a
r
gi
n
g
m
odes.
2.
1.
1. On
-b
oa
rd
a
nd Of
f-b
o
a
rd Ch
ar
gers
Depe
n
d
i
n
g
on
t
h
e l
o
cat
i
o
n
of
t
h
e c
h
ar
ger
,
E
V
c
h
ar
ger
s
are
cl
assi
fi
ed i
n
t
o
t
w
o
g
r
o
u
p
s
of
of
f-
b
o
a
r
d
and
o
n
-
boa
r
d
char
ger
s
. A
n
o
n
-
b
oar
d
cha
r
g
e
r i
s
l
o
cat
ed i
n
si
de t
h
e
EV
and al
l
o
ws t
h
e
EVO t
o
pl
u
g
i
n
t
h
e
vehicle to a
n
y suitable power
source. Beca
us
e of
weight, s
p
ace, and cost
of a cha
r
ge
r,
on-boa
rd cha
r
ge
rs
limit
Evaluation Warning : The document was created with Spire.PDF for Python.
I
S
SN
:
2
088
-86
94
I
J
PED
S
Vo
l. 7,
No
.
1,
Mar
c
h
2
016
: 2
4
6
–
25
3
24
8
th
e power
wh
ich
m
ean
s th
e ch
arg
i
ng
p
e
ri
o
d
will b
e
l
o
ng
[1
7
]
–
[
2
1
]
.
On
t
h
e
o
t
h
e
r h
a
nd
,
an
o
f
f-b
o
a
rd
ch
arg
e
r
doe
s n
o
t
have
t
h
i
s
l
i
m
i
t
a
ti
on si
nce i
t
i
s
i
n
st
al
l
e
d on an e
x
t
e
rnal
C
I
. T
h
e of
f-
b
o
ar
d cha
r
ger i
s
use
d
f
o
r
hi
gh
-
po
we
r di
rect
c
u
r
r
ent
(DC
)
fa
st
char
gi
n
g
.
Th
e o
n
-
boa
r
d
c
h
a
r
ge
r i
s
use
d
t
o
get
h
e
r
wi
t
h
al
t
e
rnat
i
n
g c
u
r
r
e
n
t
(AC
)
EVSE
[
1
8]
, [
19]
.
I
n
of
f-
b
o
a
rd
cha
r
gers
, t
h
e c
o
m
m
uni
cat
i
on
bet
w
ee
n
EVSE
an
d
t
h
e
bat
t
e
ry
i
s
a
di
gi
t
a
l
com
m
uni
cat
i
on l
i
n
e suc
h
as
po
we
r l
i
n
e car
ri
er (P
LC
)
or
cont
rol
l
e
r a
r
ea
net
w
or
k (C
A
N
)
[1
9]
. Ext
r
a
cost
of
red
u
nda
nt
p
o
w
e
r el
ect
ro
ni
cs,
ri
sk o
f
va
n
d
al
i
s
m
,
and adde
d cl
ut
t
e
r i
n
an u
r
ban e
nvi
ro
nm
ent
are co
nsi
d
e
r
ed as
d
i
sadv
an
tag
e
s
o
f
o
f
f-b
o
ard
ch
arg
e
rs [1
7
]
, [2
2
]
.
Nev
e
rth
e
l
e
ss, th
ey are fast an
d
th
e availab
ilityo
f
o
f
f-bo
ard
chargers are
im
portant in
ge
neral acce
ptan
ce of E
V
s
[1],
[6],
[7], [14], [15].
2.1.2. Unidire
c
tional an
d Bidirectional
Charger
s
Th
e EV ch
arger can
b
e
un
idirectio
n
a
l o
r
b
i
d
i
rection
a
l p
o
wer fl
o
w
. Un
i
d
irection
a
l is t
h
e trad
ition
a
l
meth
o
d
of ch
arg
i
ng
wh
ich
is si
m
p
le an
d n
e
eds less
h
a
rdware [2
3
]
. Its
sim
p
l
i
city
m
a
k
e
s it relativ
ely easy fo
r a
u
tility to
m
a
n
a
g
e
h
eav
ily lo
ad
ed feed
ers
d
u
e to
m
u
ltip
le EVs
[17
]
,
[23
]
. Un
id
i
r
ectio
n
a
l ch
arg
e
rs can on
ly
charge the EV and unlike bi
directional cha
r
ge
rs, they ar
e
not able to inject energy
ba
ck t
o
t
h
e gri
d
[1
7]
.
Howev
e
r, ad
d
i
tio
n
a
l h
a
rdware an
d
equ
i
p
m
en
t is n
ecessary
fo
r
b
i
d
i
rectional ch
arg
i
n
g
to
p
r
ov
id
e th
e ab
i
lity
to
injectthe e
n
ergy back from
EV
to
th
e grid
[7
], [24
]
. In
order to
satisfy V2
G
requ
irem
en
ts, th
e ch
arg
e
r
n
eeds
t
o
be
abl
e
t
o
t
r
ansm
i
t
bi
di
rect
i
onal
po
we
r fl
o
w
[
4
]
,
[2
5]
–
[
30
]
.
2.
1.
3. I
nduc
tive an
d
Conduc
tive
Ch
ar
gers
In co
n
duct
i
ve char
gi
n
g
, t
h
e
r
e
i
s
a phy
si
cal
har
d
-wire
d
direct connection
between the
EV and the
charger. This
kind of cha
r
ging uses a m
e
tal
to
m
e
tal c
ontact the sa
m
e
as
m
o
st of
ot
her
el
ect
ri
c devi
ce
s [1
7]
,
[1
8]
, [3
1]
–
[
3
3
]
. In co
nd
uct
i
v
e cha
r
gi
ng
, b
a
sed o
n
t
h
e char
gi
n
g
l
e
vel
or cha
r
gi
n
g
m
ode
, pr
o
p
er ca
bl
e an
d
char
gi
n
g
t
y
pe m
u
st be used [
18]
. T
h
e
m
a
i
n
di
sad
v
a
n
t
a
ge o
f
t
h
ese char
ge
r
s
i
s
t
h
at
t
h
e EVO m
u
st
pl
ug i
n
t
h
e
cable [17].
In
d
u
ct
i
v
e cha
r
gi
n
g
o
f
E
V
s i
s
base
d o
n
m
a
gn
et
i
c
cont
act
l
e
ss po
we
r t
r
an
sfe
r
[1
7]
, [
3
1]
, [
3
2
]
. The fi
r
s
t
pu
bl
i
cat
i
on o
f
SAE J
1
7
7
3
i
n
19
9
5
pr
o
v
i
d
es
a devel
o
pm
ent
pract
i
ce fo
r i
n
duct
i
v
e c
h
ar
gi
ng
. The d
o
c
u
m
e
nt
i
s
stabilized in 2014whic
h
states
that in induct
ive cha
r
gi
ng the sa
m
e
ch
arge
r
can be
use
d
f
o
r a
n
y
ve
hi
cl
e [3
4]
.
In t
h
ese ki
nd
o
f
cha
r
ge
rs, t
h
er
e i
s
no
wi
re
d c
o
n
n
ect
i
o
n bet
w
een
EV a
n
d t
h
e cha
r
ger
[1
8
]
and i
t
t
r
ans
f
e
r
s t
h
e
powe
r m
a
gnetically. The m
a
in adva
ntage
of these cha
r
gers
is their conve
n
ie
nce
[17], [35] but low efficiency,
com
p
lexity, size, and c
o
st a
r
e
considere
d
a
s
t
h
ei
r di
sad
v
a
n
t
a
ges [1
7]
, [3
6]
–
[
3
8
]
.
2.2. Electric
Vehicle Standar
d
s
Reliab
ilit
y, av
ailab
ility, safet
y
, efficien
cy, an
d
tim
e are i
m
p
o
rtan
t fact
o
r
s
in
ch
arg
i
ng
an
EV and
the
wides
p
rea
d
ac
ceptance
of E
V
depe
nds
on these
factors
[3
9]
. C
u
r
r
ent
l
y
, di
ffe
rent
EV
-
r
el
at
ed st
a
nda
r
d
s a
r
e
p
r
ov
id
ed
b
y
In
tern
ation
a
l Organ
i
zatio
n
fo
r
Stan
d
a
rd
i
zation
(ISO), In
tern
at
io
n
a
l
Electrote
chnical C
o
mmission
(IEC
)
, S
o
ci
et
y
of A
u
t
o
m
o
t
i
v
e En
gi
nee
r
s
(SAE
), a
nd
ot
he
r SD
Os t
o
ad
dre
ss t
h
e
con
n
ect
o
r
s,
safet
y
,
co
mm
u
n
i
catio
n
,
ch
arg
i
n
g
topo
log
y
, an
d in
terop
e
rab
ility. Tab
l
e 1 su
mmarizes th
ese stand
a
rd
s.
Table
1.
Standards
of Electric
Dri
v
e
M
easur
e Standar
d
s
Connector
SAE
J1772,
I
E
C
62196-
1,
I
E
C 6219
6-
2,
I
E
C 62196-
3,
GBT
20234-
2,
GBT
20234-
3
Safety
I
E
C 60529,
I
E
C 6
0364-
7-
7
22,
I
S
O 6
469-
3,
I
S
O 17409,
SAE J1766,
SAE
J2344,
SAE
J2929,
SAE J
2578,
SAE
J2464,
SAE
J2380
Co
m
m
unication
SAE
J2931/1,
SAE
J2931/2,
SA
E
J2931/3,
SAE
J2931/
4,
SAE J2931/5,
SAE
J2931/
6,
SAE
J2931/7,
SAE
J2847/1
,
SA
E
J2847/2,
SAE
J2847/3,
SAE
J2847/4,
SAE
J2847/5,
SAE
J2847/6,
I
S
O/I
E
C 15118,
I
E
C 618
51-
24,
I
E
C 61850,
I
E
E
E
8021
1P,
GBT
27930
Char
ging T
opolo
g
y
SAE
J2836/1,
SAE
J2836/2,
SAE
J2836/3,
SAE
J2836/
4,
SAE J2836/5,
SAE
J2836/
6,
I
E
C 61851-
1,
I
E
C 61851-
21,
IE
C 61851-
22,
I
E
C 61851-
2
3
,
GBT2023
4-
1,
IEEE P2030.1, IEEE P2030.2,
IEEE P2030.3, IEEE P1
547/1, IEEE
P1547/2, IEEE
P1547/3,
I
E
E
P1901.
2
Interoperability
SAE J2953/1, SA
E J2953/2
SAE
an
d
IS
O
are
pri
n
ci
pal
S
DOs
i
n
de
vel
o
pi
n
g
E
V
st
an
d
a
rds
.
As
st
at
ed
by
SAE
,
SAE
J1
7
7
2
wa
s
the
first
standa
rd whic
h was publicly
accepted and used
by indu
stry [40]
, [41]. SAE J
1
772 is a standa
rd
for
electrical connectors of E
V
s which
defines a common
E
V
SE
fo
r
con
duct
i
ve char
gi
n
g
t
o
get
h
er wi
t
h
fu
nct
i
o
nal
an
d
di
m
e
nsi
onal
req
u
i
r
em
ent
s
[
33]
.
O
n
t
h
e
o
t
her
ha
nd
, t
h
e
Eu
r
opea
n
C
o
m
m
i
ssi
on i
s
s
u
ed a
st
anda
rdi
zat
i
o
n
m
a
ndat
e
t
o
t
h
e Eur
o
pean
st
anda
r
d
i
zat
i
on
b
odi
es i
n
2
0
0
0
conce
r
ni
n
g
t
h
e
char
gi
n
g
of E
V
s.
As
Evaluation Warning : The document was created with Spire.PDF for Python.
I
J
PED
S
I
S
SN
:
208
8-8
6
9
4
Un
ifica
tion
Req
u
i
remen
t
s o
f
Electric
Veh
i
cle Cha
r
g
i
n
g
In
f
r
a
s
tru
c
t
u
re
(Kh
a
lil Sa
lah
)
24
9
a r
e
su
lt, I
E
C
61
851
w
a
s
f
ound
ed
wh
ich
contain
s
th
e standar
d
s av
ailab
l
e
at Eu
ro
p
e
an
lev
e
l, d
ealing
w
i
th
th
e
char
gi
n
g
sy
st
em
, pl
ugs an
d soc
k
et
s [4
2
]
. Howe
ve
r, SAE i
s
t
h
e onl
y
SD
O de
fi
ni
n
g
st
an
dar
d
s
o
n
in
terop
e
rab
ility (SAE J29
5
3
/
1
,
SAE J2
953
/
2
) an
d
its
g
o
a
l
is to
create a ch
arg
i
ng
statio
n an
d
a ch
arg
e
r
an
d
all
syste
m
s h
a
v
e
t
o
b
e
co
m
p
atib
le with
t
h
em
[43
]
.
Cu
rren
tly,
b
a
si
c stand
a
rd
s exist to
supp
ort t
h
e tr
an
sition
t
o
EVs
[4
4
]
,
bu
t still so
m
e
stan
d
a
rd
s are
req
u
i
r
e
d
t
o
c
o
nt
r
o
l
dat
a
co
m
m
uni
cat
i
on bet
w
ee
n com
pone
nt
s o
f
an
EV net
w
o
r
k.
Thesest
a
nda
rd
s
m
u
st
address
the c
o
mmunication
between CP a
n
d Ce
ntral Sy
st
e
m
(CS), E
V
O and CP, E
V
a
n
d CP, and
also the
com
m
uni
cat
i
on bet
w
een C
S
of
di
ffe
re
nt
n
e
t
w
o
r
ks
. B
y
h
a
vi
n
g
u
n
i
f
i
e
d net
w
or
ks
of E
V
s an
d i
n
t
e
ro
pera
bl
e
interfaces
we
c
a
n e
n
s
u
re a
m
a
rket t
h
at is
strong, sa
fe,
worl
dwid
e, and
susta
i
nable.
2.
3.
Ch
ar
ge P
o
i
n
t
as
a
C
o
m
m
uni
ca
ti
on
In
terf
ace
CP in an off-board cha
r
ge
r located
i
n
char
gi
ng st
at
i
o
n pl
ay
s an im
port
a
nt
rol
e
i
n
C
I
an
d i
n
t
h
e fut
u
re
p
o
w
e
r g
r
i
d
s.
In
ad
d
ition
to p
r
o
v
i
d
i
ng
physical ch
ar
g
i
ng
facilities, C
P
can
also
be co
n
s
i
d
ered
as a
comm
unication
inte
rface for excha
n
ging da
ta
betwee
n di
fferent e
n
tities of a supply
network and
network
of
EVs
[4]
,
[5]
.
C
u
r
r
ent
l
y
, t
h
e
r
e
i
s
a set
of st
a
n
dar
d
c
o
m
m
unicat
i
on p
r
ot
oc
ol
s bet
w
ee
n E
V
and C
P
, i
n
t
e
r
m
s of
har
d
ware,
p
o
w
e
r fl
o
w
a
nd
da
t
a
t
r
ansact
i
o
ns
whi
c
h are
bei
n
g co
nt
r
o
l
l
e
d
b
y
m
a
jor S
D
Os
[4
0]
, [
4
2]
, [
44]
. B
u
t
t
h
ere i
s
n
o
st
anda
r
d
i
zed way
of com
m
uni
cat
i
on bet
w
een
C
P
and C
S
. Al
t
h
o
u
g
h
O
p
e
n
C
h
ar
ge P
o
i
n
t
Prot
oc
ol
(OC
P
P) i
s
i
n
t
r
od
uce
d
t
o
ad
dr
ess t
h
i
s
i
ssue, i
t
has not
bee
n
of
fi
ci
al
l
y
anno
unce
d
as a st
anda
r
d
y
e
t
[45]
–[
4
7
]
.
Howe
ver, it is
accepted and it
is bei
n
g followed by
EV industry.
OC
PP i
s
an o
p
e
n p
r
ot
ocol
t
h
a
t
pro
v
i
d
es a
un
i
f
orm
com
m
un
i
cat
i
on bet
w
ee
n C
P
an
d C
S
. The g
o
al
o
f
OC
PP i
s
t
o
pr
ovi
de a uni
f
o
r
m
co
m
m
uni
cati
on bet
w
een a
n
y
C
P
regar
d
l
e
ss of t
h
e m
a
nufact
ure
r
an
d C
S
[4
8]
.
B
y
usi
ng OC
C
P
as t
h
e com
m
uni
cat
i
o
n p
r
ot
ocol
bet
w
ee
n C
P
and C
S
,
S
P
s are fr
ee t
o
chan
ge o
r
u
p
g
r
a
de t
h
e
CPs witho
u
t
ch
ang
i
ng
th
ei
r CSs’ app
licatio
n. Th
ey al
so will b
e
ab
le to
u
s
e
d
i
fferent typ
e
s o
f
CPs fro
m
di
ffe
re
nt
m
a
nufact
ure
r
s
base
d
o
n
geo
g
r
ap
hi
c
a
l
and
cl
i
m
at
e si
t
u
at
i
on
of
C
P
s’ i
n
st
al
l
a
t
i
o
n
s
pot
s
.
By having sta
nda
rds to c
o
ntrol c
o
m
m
unication m
e
thods
betwee
n all entities of a CI i
n
a
dynam
i
c
an
d
g
r
i
d
-resp
o
n
s
iv
e
b
i
d
i
recti
o
n
a
l m
a
n
n
e
r, we can
i
n
teg
r
at
e EVs in
to
t
h
e en
erg
y
syste
m
with
th
e cap
a
b
ility o
f
dem
a
nd res
p
on
se [
4
]
,
[
5
]
,
[4
4]
, [
4
9]
–[
5
1
]
.
2.
4. Ch
ar
gi
ng
Mo
des and
L
e
vel
s
Although there
are a
few different term
inologies
a
n
d
plugs, SDOs
has
a
m
a
jor role in
acceptance
and
use
of e
a
c
h. T
h
e s
u
cce
ss of
EVs
de
pen
d
s
o
n
st
an
dar
d
i
zat
i
on
o
f
i
n
fra
st
ruct
ure
,
effi
ci
ent
a
n
d
sm
ar
t
char
ger
s
, an
d e
nha
nce
d
bat
t
e
r
y
t
echnol
ogi
es
[1
7]
. C
u
rre
nt
l
y
, t
h
ere ar
e 2
di
f
f
ere
n
t
t
e
rm
s about
c
h
ar
gi
n
g
:
M
ode
an
d Level [5
2]. “
Level”
i
s
m
o
st
ly
used i
n
N
o
rt
h
Am
eri
ca, i
n
t
r
od
uce
d
by
S
A
E a
n
d
“
Mode”
i
s
used
by
t
h
e
Eu
rop
ean-b
ased
SDO
s
.
Bu
t ref
e
rr
ing
to those stand
a
rd
s,
“
c
harging le
vel” concent
r
ates
on the
powe
r l
e
vel of
a cha
r
gi
ng outlet and “charging m
ode” a
d
dre
sses th
e
safet
y
bet
w
ee
n E
V
a
n
d c
h
ar
gi
n
g
st
at
i
on.
Each m
ode
has
differe
n
t ca
pa
cities and
provides
diffe
re
nt c
o
m
m
unication
m
e
thods
bet
w
e
e
n E
V
a
n
d
EVSE
. Sa
fet
y
param
e
t
e
rs i
n
c
r
ease f
r
o
m
m
o
de
1 t
o
m
ode
3. T
h
e
r
ef
ore
,
m
ode 3 i
s
rec
o
m
m
e
nded
f
o
r
p
ubl
i
c
EVSEs
a
nd m
o
de
2 i
s
recom
m
ended
f
o
r
ch
argi
ng
at
h
o
m
e
or
p
r
i
v
at
e
pa
r
k
i
n
g l
o
t
s
[
53]
.
M
ode
1 i
s
t
h
e s
i
m
p
l
e
st
m
ode wi
t
h
out
any
sa
fet
y
m
e
asures
. C
h
ar
gi
n
g
at
t
h
i
s
m
ode
is no
t allowed
in
so
m
e
co
un
tries, such as
UK
[54
]
,
[5
5]
. M
o
de
4 i
s
a DC
fast
c
h
argi
ng
usi
n
g
a
n
e
x
t
e
r
n
al
cha
r
ge
r
no
rm
al
ly
i
n
p
u
b
l
i
c
pl
ace
s. I
n
t
h
i
s
m
ode, t
h
e
char
ger
i
s
part
of
t
h
e c
h
ar
gi
n
g
st
at
i
on
(o
ff
-
b
o
a
rd
cha
r
gi
ng
)
[
54]
.
SAE
J1772 defines
EV chargi
ng system arc
h
it
ectu
r
e
in
wh
ich th
e ph
ysical and electrical
req
u
i
r
em
ent
s
of EV cha
r
gi
ng
sy
st
em
are defi
ned
.
B
a
sed o
n
th
is stan
d
a
rd
th
ree lev
e
ls
of
ch
arg
i
ng
ar
e def
i
ned
and
bei
n
g
use
d
i
n
No
rt
h
A
m
eri
ca [4
2]
. C
h
ar
gi
n
g
s
p
ee
d
i
n
creases
f
r
om
l
e
vel
1 t
o
l
e
v
e
l
3.
Lev
e
l
1
whi
c
h i
s
con
s
i
d
ere
d
as t
h
e sl
owe
s
t
cha
r
gi
ng l
e
vel
use
s
si
ngl
e-
p
h
ase AC outlet and it is
suitable for pri
v
ate areas. Level
2 whi
c
h
ca
n b
e
si
n
g
l
e
-p
hase
or
t
h
ree
-
phase
i
s
sui
t
a
bl
e fo
r pu
bl
i
c
an
d
p
r
i
v
at
e
area
s wi
t
h
13
A
t
o
32
A po
we
r
level. Le
vel
3
is a comm
ercial fast
DC cha
r
gi
ng level
su
i
t
ab
le fo
r pub
lic areas. Th
is l
e
v
e
l is
rarely
u
s
ed
in
pri
v
ate areas
[23], [56].
2.
5. Ch
ar
gi
ng
T
y
pes
For eac
h cha
r
g
i
ng m
ode or c
h
ar
gi
n
g
l
e
vel
,
a speci
fi
c char
gi
n
g
t
y
pe i
s
requi
red
.
The ch
argi
ng t
y
pe
descri
bes the
physical connection
be
twee
n vehicle and charging stati
o
n. Curre
ntly, the wi
dely accepted
char
gi
n
g
t
y
pe
s
are base
d o
n
SAE
an
d IEC
st
anda
rd
s. Tab
l
e
2
s
u
m
m
ari
z
es
t
h
ese
t
y
pes and
ot
her
pl
u
g
s
bei
n
g
use
d
in EV
industry.
Evaluation Warning : The document was created with Spire.PDF for Python.
I
S
SN
:
2
088
-86
94
I
J
PED
S
Vo
l. 7,
No
.
1,
Mar
c
h
2
016
: 2
4
6
–
25
3
25
0
Tabl
e 2.
C
h
ar
g
i
ng Ty
pes
a
n
d Pl
ugs
T
y
pe Descr
i
ption
IEC 62196-2 Ty
p
e
1
Single-phase vehicl
e couplers not exceeding 250 V, 32 A.
IEC 62196-2 Ty
p
e
2
Single-phase or three-
phase vehicle c
ouplers not exceeding 480 V,
63 A (t
hree-phase) or 70 A (single-phase)
.
I
E
C 62196-
2 T
y
p
e
3
[42]
,
[55]
Three-phase vehicl
e couplers not ex
ceeding 480 V, 63 A with 2 pilots.
Single-phase vehicle couplers not exceed
ing 250 V, 16 A single-phase (wi
t
h 1
pilot) or 32 A
(with 2 pilots).
SAE J1772
Standard connector for EVs
in
the U
S
A, developed by
t
h
e SAE
and accept
e
d by
IEC.
It can b
e
used for AC
L
e
vel 1 (
120V)
or
AC L
e
vel 2
(
240V)
char
ging.
T
h
is co
nnector
is connector
is consider
ed as
I
E
C 62196-
2
T
y
pe 1 [42]
SAECo
m
bo
Integrates single-p
h
ase AC charging
(T
ype 1), f
a
st
three-
phase AC char
gin
g
(
T
y
p
e 2)
,
and DC quick char
ging
into one vehicle inlet with P
L
C as dat
a
co
mm
unica
tion interf
ace.
CHAdeM
O
Quick char
ging plug developed by
the CHAdeM
O Asso
ciation, Japan.
Used in level 3 char
ger
s
capable of deliver
ing up to
62.
5
kW
h of DC with C
AN Bus as data com
m
u
n
ication
interf
ace.
Th
e co
m
b
in
atio
n of
A
C
and
D
C
in
t
o
o
n
e
co
up
ler w
a
s in
t
r
odu
ced b
y
SA
E i
n
SA
E J17
7
2
i
n
20
12
[33
]
, [5
7
]
. Th
e co
up
ler wh
ich co
m
b
in
es DC lev
e
l 2
w
ith
AC is called
SAE Co
m
b
o
.
Inlet an
d
p
l
ug
in SAE
Co
m
b
o
is d
e
p
i
cted
in
Fi
g
u
re
2
.
Th
is co
up
ler is a co
m
b
in
ed
charg
i
ng
syste
m
cap
ab
le of lo
w-lev
e
l signalin
g
and
hi
g
h
-l
e
v
el
com
m
uni
cat
i
o
n usi
ng P
L
C
i
n
t
e
rface
. Det
a
i
l
s of m
e
ssagi
ng st
an
dar
d
s ca
n be f
o
un
d i
n
SA
E
J28
7
4
/
2
[
33]
,
[
58]
.
Fi
gu
re
2.
S
A
E
C
o
m
bo I
n
l
e
t
a
n
d
Pl
u
g
[
33]
A va
ri
at
i
on
of
t
h
e com
bo co
nnect
or i
s
al
so
ado
p
t
e
d i
n
E
u
ro
pe. I
n
20
1
3
,
t
h
e Eur
o
pean
aut
o
m
a
kers
agree
d
t
o
ha
ve
a uni
versal
c
h
arge t
y
pe
w
h
i
c
h com
b
i
n
es
A
C
and
DC
cha
r
gi
ng i
n
t
o
one
pl
u
g
. T
h
i
s
cha
r
gi
n
g
sy
st
em
whi
c
h i
s
cal
l
e
d C
o
m
b
i
n
ed C
h
ar
gi
ng
Sy
st
em
(C
C
S
) [5
3]
i
s
g
o
i
n
g t
h
r
o
ug
h I
E
C
st
anda
r
d
i
zat
i
on,
and i
t
will
b
e
u
s
ed
for
AC and
DC ch
arg
i
ng
with
th
e
cap
ab
ility
o
f
d
e
liv
ering
up
to 100
kW
po
wer
[42
]
. C
u
rren
tly,
C
H
A
d
eM
o i
s
t
h
e st
an
dar
d
qui
c
k
c
h
ar
gi
ng
pl
ug
fo
r
DC
. I
n
a
re
p
o
rt
pu
bl
i
s
he
d
i
n
2
0
13 t
h
e
Eur
o
pean
Committee on
Transport a
nd
Tourism
decided to term
in
ate using CHAde
M
O technol
o
gy,
but because at
the
m
o
m
e
nt
C
C
S
is not
ready
t
o
be use
d
, t
e
rm
inat
i
on
o
f
C
H
A
d
eM
O i
s
p
o
st
p
one
d t
o
a
dea
d
l
i
n
e at
whi
c
h t
h
e C
SS
can be depl
oy
e
d
[5
9]
.
3.
DIS
C
USSI
ON
Stan
d
a
rd
izatio
n
and
un
ificatio
n
in
an
y in
du
stry ar
e v
ital an
d
lack
of stan
d
a
rd
ization
will lead
to
frag
m
en
tatio
n
in
th
e indu
stry. Th
erefo
r
e,
stan
d
a
rd
izati
on in
EV ind
u
stry n
e
ed
s m
o
re atten
tio
n
,
since th
e
co
nfu
s
ion
and
d
i
ssatisfaction
o
f
con
s
u
m
ers will lead
to
fai
l
u
r
e of th
e tech
no
log
y
. That is wh
y as th
eir
m
a
j
o
r
role, SDOs are addressing e
v
ery as
p
ect o
f
th
is tech
no
lo
gy; connectors
,
safety, comm
unication, chargi
ng
to
po
log
y
, and
in
terop
e
rab
ility. Howev
e
r, co
op
eratio
n
b
e
tween
SDOs is also
i
m
p
o
r
tan
t
in
o
r
d
e
r to
b
e
ab
le to
ach
iev
e
a
un
ified
EV ind
u
s
t
r
y. Cu
rren
tly, th
e m
o
st su
ita
bl
e char
gi
n
g
t
y
p
e
whi
c
h i
s
su
g
g
est
e
d
by
S
A
E
,
SA
E
Co
m
b
o
,
seem
s to
satisf
y
d
i
ffer
e
n
t
n
e
ed
s
o
f
EV
s. Th
is ch
arg
i
ng
typ
e
suppo
r
t
s
d
i
ff
er
en
t l
e
v
e
ls an
d m
o
d
e
s of
char
gi
n
g
a
nd
uses PLC
as t
h
e com
m
uni
cat
i
on m
e
t
hod b
e
t
w
een E
V
an
d C
P
[
33]
,
[6
0
]
, [6
1]
. The
r
ef
ore
,
t
h
e
proper
plug a
n
d inlet
nee
d
s t
o
be installed
on CPs
a
n
d E
V
s
during m
a
nufact
uring.
T
h
e ge
neral acce
ptance
of
SAE C
o
m
bo a
s
a u
n
i
v
e
r
sal
c
h
ar
gi
n
g
t
y
pe c
a
n
be co
nsi
d
ered as a m
a
jor
step towa
rd
s
un
ificatio
n of EVSEs,
b
u
t
t
h
e
n
e
two
r
k
o
f
EVs still need
s m
o
re co
nsid
eration
s
.
SP i
s
t
h
e o
n
e
wh
o i
n
vest
s i
n
i
n
st
al
l
i
ng C
P
s,
est
a
bl
i
s
hi
n
g
ch
argi
ng st
at
i
o
ns
and
fo
rm
i
ng EV net
w
o
r
k
s
.
In
add
itio
n
to
ch
arg
i
ng
station
s
, SP will also
pro
v
i
d
e
b
a
ck-end
so
ft
ware
fo
r EVOs to
track
th
eir
b
ills, rev
i
ew
their cha
r
gi
ng
sche
dules, a
n
d
evenl
o
catet
h
e
ch
arg
i
ng
station
s
.
A
gr
oup
of
EV
Os r
e
g
i
ster
ed
und
er
th
e
same SP
Evaluation Warning : The document was created with Spire.PDF for Python.
I
J
PED
S
I
S
SN
:
208
8-8
6
9
4
Un
ifica
tion
Req
u
i
remen
t
s o
f
Electric
Veh
i
cle Cha
r
g
i
n
g
In
f
r
a
s
tru
c
t
u
re
(Kh
a
lil Sa
lah
)
25
1
in
ord
e
r to
u
s
e ch
arg
i
ng
eq
u
i
p
m
en
t (CPs) sp
ecified
b
y
th
e SPis con
s
id
ered
as a
n
e
two
r
k
.
Fi
g
u
re
3
illu
strates
an E
V
net
w
or
k
o
f
pu
bl
i
c
an
d
pri
v
at
e C
P
s.
B
y
havi
n
g
st
a
nda
r
d
s su
p
p
o
r
t
i
ng
uni
fi
ed t
e
c
h
n
o
l
o
gi
es,
we
can achi
e
ve a
net
w
or
k
of E
V
s wi
t
h
t
h
e
ability of ha
ving unive
r
sa
l com
m
unications a
nd
i
n
teractions am
ong its com
pone
nts.
A standa
rd
com
m
unication m
e
thod
between C
P
and
CS will
m
a
ke it
possible
for SP to i
n
stall CPs re
gardless
of t
h
e
m
a
nufact
ure
r
.
M
o
re
ove
r, a
di
rect
com
m
uni
cat
i
on bet
w
een
C
S
s of
di
f
f
ere
n
t
SPs, t
oget
h
e
r
wi
t
h
uni
versa
l
C
I
s
accelerates achieving a
network
of E
V
s in whic
h E
VOs
can cha
r
ge the
i
r EVs
without
consideri
ng t
h
e C
P
m
a
nufact
ure
r
,
SP, c
h
ar
gi
n
g
t
y
pe, a
nd c
h
a
r
gi
n
g
m
ode.
A
s
a res
u
l
t
,
a
u
n
i
v
e
r
sal
net
w
o
r
k
of
EV
s n
o
t
onl
y
facilitates th
e EVOs, also
it will p
r
o
v
i
de a set
o
f
inform
at
io
n
u
s
ab
le in Bu
si
n
e
ss-to-Bu
s
i
n
ess (B2
B
)
ap
p
lication
s
,
fu
ture Sm
art Grid
, an
d V2G.
Figure
3. A Ne
twork of Electric Vehicles
4.
CO
NCL
USI
O
N
Th
is
p
a
p
e
r rev
i
ewed curren
t
EV CI and
th
e
po
ssib
ility
o
f
its un
iv
ersality. CI as an
im
p
o
r
tan
t
p
a
rt
of
EV ind
u
s
t
r
y, need
s to
b
e
un
iversally stan
d
a
rd
ized
in
o
r
d
e
r
to
b
e
ab
le to
co
llect req
u
i
red
in
fo
rm
atio
n
for B2B
applications a
n
d
being
use
d
a
s
an interface
for the
future
sm
art grid a
nd V2G.
A universally
accepte
d
CI,
t
oget
h
e
r
wi
t
h
uni
fi
ed c
o
m
m
uni
cat
i
o
n
pr
ot
ocol
s
bet
w
ee
n
i
t
s
com
pone
n
t
s, can
pr
o
v
i
d
e ease o
f
u
s
e,
ease o
f
access and a
da
tabase
of
valua
b
le
inform
atio
n
for all stake
h
olde
rs.
REFERE
NC
ES
[1]
C.Y. Chung, “Electr
i
c Vehicle S
m
art Ch
arging I
n
frastructur
e”,
University
of
California, Los Angeles, Ann Arbor,
2014.
[2]
B. Römer, T. S
c
hneid
erbau
e
r,
and A.
P
i
cot, “
H
ow to Charge Elec
tri
c
Vehicles: A Comparison of Charging
Infrastructur
e
C
oncepts and Technologies”,
in
D
r
iving
the
Econo
my through Inno
vation
and En
trepreneurship
, C
.
Mukhopadh
y
a
y
,
K.B. Akhilesh,
R. Srinivasan, A
.
Gurtoo,
P. Ramachandran
, P.P. I
y
er
, M. Mathirajan, and M.H.
Bala Subrahmany
a,
Eds. Spring
er India, 2013
, pp
. 487–498
.
[3]
A.M. Foley
,
I.
Winning, a
nd B
.
P
.
Ó Galla
chóir
,
“
E
lectr
i
c veh
i
cl
e: infr
as
tructur
e
regulato
r
y
r
e
qu
irem
ents
,”
Proc.
Inaug. Conf. Iris
h Transp. Res. N
e
tw.
, 2010
.
[4]
A.M.A. Haidar, K.M.
Muttaq
i
,
and D. Sutanto
,
“Technical
challeng
es for electric power industries due to g
r
id-
integr
ated e
l
e
c
tri
c
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BIOGRAP
HI
ES OF
AUTH
ORS
Khalil Sal
a
h is a Senior Applic
ation Deve
lope
r
at RES Mala
ys
ia Sdn. Bhd., K
u
ala Lum
pur,
Malay
s
ia. He receiv
e
d his
M.Sc. in 2013
from Un
iversiti Teknologi Malay
s
ia
(UTM) and started
his Ph.D. in 2014 in the same university
,
both in
the field of Software Engineering
.
As an
industrial resear
cher, h
e
is wor
k
ing on data
co
mmunication between diff
eren
t
components of
electric v
e
hicles’
networks
and o
p
timizati
on of
g
a
ther
ing and
pro
cessing of
the data.
Nazri Kama is a Sen
i
or Lecturer at Univer
siti Teknolog
i M
a
lay
s
ia
(UTM) specializing
in
software dev
e
lo
pment and d
a
tab
a
se secur
i
ty
. He
graduated
in 20
00 from UTM f
o
r his bachelor
degree. Later
,
he obtain
e
d a Master’s Degree fr
om
the same un
iversity
. In 2011
, he received
a
Doctorate in Software Eng
i
neer
ing from the Univer
sity
of Western Australia. In the industr
y
,
h
e
is one of th
e I
B
M Certifi
e
d
Train
e
rs who speci
ali
zes in R
a
tion
a
l Softwar
e
Developm
en
t
Techno
logies. Also, he
is one o
f
the found
ers
of M
y
EV Portal SdnBhd, the f
i
rst Malay
s
ian
compan
y
that fo
cuses on Electric Ve
hicle (EV)
technolog
y
d
e
velo
pment.
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