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  1. By setting new goals related to the framework of climate and energy policy and reducing CO2 emissions, the need arose: - to accelerate the introduction of infrastructure for alternative fuels - for identification of alternative fuels infrastructure - for providing information on the availability of such infrastructure in real- time - for making static and dynamic data available through Internet platforms
  2. Current situation – number of electric vehicles and chargers for EVs, growth rate Croatia – 3.027 BEV cars and vans EU – 2.100.532 BEV cars and vans Croatia – 1.076 PHEV cars and vans EU – 2.007.500 PHEV cars and vans
  3. Croatia – 18,80% Croatia – 14,7%
  4. Croatia - 1.068 publicly accesible recharging points EU – 394.885 publicly accesbile recharging points
  5. Scope of the IDACS project • The Project Support Action „IDACS” has been set up by the European Commission to support Member States in setting up data collecting for alternative fuels and making the data available through the National Access Points (NAP). Also, the goal was to develop an effective EU-wide coordination mechanism to assign unique identification codes to charge point operators (CPOs) and e-mobility service providers (EMSPs). • The PSA had a duration of three and a half years (2019-2022), and its Consortium consisted of 15 Member States: Austria, Belgium, Czech Republic, Croatia, France, Germany, Greece, Hungary, Lithuania, Luxembourg, The Netherlands, Poland, Portugal, Slovenia and Spain.
  6. Objectives and aim of IDACS Project The objectives of PSA IDACS: • to support better consumer awareness and buy-in to the use of alternative fuels through better information about the location/availability of alternative fuel infrastructure; • to support a structured market development through an EU-wide approach for the assignments of ID codes to e-mobility actors The aim was achieved in two phases: Phase 1: • establishment of a unique format and system for introducing ID codes for participants in the process of filling/supplying alternative fuels in traffic • establishment of IDRO, assignment and registration of ID codes for charging infrastructure operators (CPO ID codes) and charging service providers (MSP ID codes) by IDRO, and establishment of a national register (repository) of issued ID codes; • exchange of data (CPO ID codes and MSP ID codes) between the national registry and IDRR; • registration procedure of EVSE ID codes and EMA ID codes through the IT system, which will be input data for NAP. Phase 2: • Establishment of a NAP, i.e. an accessible portal (platform) with high-quality and comprehensive static and dynamic data on the filling/supply infrastructure for alternative fuels in real time (protocol/format translation, metadata preparation, connection to a digital map, establishment of B2B, integration in NAP with static and dynamic traffic data in real time).
  7. E-mobility Identification Codes (ID codes) PURPUSE AND USAGE • E-mobility ID codes are IDs with a national country code for Mobility Service Providers (MSP) and Charge Station Owners (CSO) or Charge Point Operators (CPO). • These unique IDs for organizations that manage charge stations or offer charge services to EV drivers are needed to identify these organizations for international billing and data exchange. • Issuing and managing codes for EV driver contracts and charging stations ensures that charging stations can be found throughout Europe and that transactions for access and payment are reliable. • The ID code consist of two parts: the first part to identify the CSO/CPO and MSP and the second part to identify the individual recharging point and contract within these organizations. • The IDRO (ID Registration Office) issues only the first 5 digits of - IDs for CSO/CPOs and MSPs, and the CSO/CPO and MSP issue the second part to identify respectively the specific charge point (EVSE) or contract (EMA). • The role of IDRO in the Republic of Croatia is performed by the CRO IDRO - unit within the Ministry of the Sea, Transport and Infrastructure. • For the CSO/CPO this total ID of part one and two is called EVSE-ID (Electric Vehicle Supply Equipment) and for the MSP this is called the EMA-ID (Electric Mobility Account).They are conceived by CSO/CPOs and MSPs purely as identifiers. Consequently, they are not meant to contain other information and should not be considered as marketing tools.
  8. Example of EVSE ID • Part one is the CPO code, issued by IDRO, which consists of the designation of the country in which the code was issued and the indication of the CPO • Part two consists of the character type identifier and charge point ID
  9. Example of EMA ID • Part one is the MSP code, issued by IDRO, which consists of the designation of the country in which the code was issued and the indication of the MSP • Part two consists of the character type identifier, contract ID and and check digit
  10. IDRO and general rules PURPOSE: • The purpose of an ID Registration Office (IDRO) is to supply IDs with a national country code for Mobility Service Providers (MSP) and Charge Point Operators (CPO). • According to ISO 15118, each ID starts with a country code. Therefore, the countries are always responsible for issuing these codes. However, it is possible that multiple countries outsource the execution of the IDRO to a common organisation, whilst at the same time keeping the countries responsible and accountable for their (own or outsourced) national IDROs. • Issuing and managing codes for EV driver contracts and charging stations ensures that charging stations can be found throughout Europe.
  11. GENERAL RULES For submitting and managing IDs there are several general rules that must be taken into account: • MSPs and CPOs and/or location owners can request an ID when they have a proven legal entity. A legal entity is defined as a natural or legal person. A location owner is defined as the entity who owns the charge points to be identified with the ID. • A natural or legal person shall request its first ID in the country where they are legally based. • A natural or legal person that requests an ID may be legally based in a different country than where the ID is requested. • EVSE IDs (IDs for charge points) can be used in other countries, as it is only an identifier. Any laws or regulations that might be applicable can be based on the country location of an EVSE and should not be based on the country code. • A natural or legal person can request several IDs. • Companies that are both MSP and CPO need 2 IDs: a provider ID for the MSP role and the identification of EV Driver contracts and an operator ID for the CPO role to identify charge points. This can be the same string of characters, as the different purpose of the code is specified via the ‘Type character’ in the codes. That string of characters must remain unique to the company. An identical ID cannot be given to one EMP and another CPO belonging to different organizations. • An ID Registration Organization may ask a cost covering fee to supply and maintain the codes; this can be a one-time fee and/or yearly fee. ID Registration Organizations are free to do this as long as it is clearly mentioned to the applicant of an ID. • Provider ID and Operator ID are only valid when published on the website of the ID Registration Organization website. Other IDs may not be used. • An ID code cannot be sold or transferred to third parties.
  12. Differences between EV Charging station, Charge point & Charge outlet
  13. Recharging Pool A recharging pool consists of one or multiple recharging stations and the accommodating parking lots. The recharging pool is operated by one charge point operator (CPO) at one location/address and GPS coordinates. Recharging Station A Recharging Station is a physical object with one or more recharging points, sharing a common user identification interface. All the physical“human-machine” interfaces are located at the recharging station. Some recharging stations have a badge/RFID reader, buttons, displays, LEDs.
  14. Recharging Point/Electric Vehicle Supply Equipment (EVSE) The electric energy is delivered through a recharging point. A recharging point may have one or several connectors (outlets or plugs) to accommodate different connector types. Only one can be used at the same time. A recharging point is defined by: Recharging one vehicle at a time. In other words: per recharging station the number of recharging points and (dedicated) parking spots are equal. Connector A connector is the physical interface between the recharging station and the electric vehicle through which the electric energy is delivered: • A plug on a cable (one side consists of a ‘male’ plug and the other side of the ‘female version’). The plug of one side of the cable fits into the outlet of the recharging point and the plug on the other side of the cable fits into the inlet on the vehicle. • A plug attached on an inseparable cable of the recharging station (common for fast recharging stations). This plug fits in the inlet of the vehicle. • An induction plate. • A pantograph.
  15. Types of EV recharging connectors (plugs)
  16. National Acces Point (NAP) Definition of NAP In several delegated acts from the EU the National Access Points are defined in different ways, but with the following common parts: • a mechanism for accessing, exchanging and reusing transport-related data • to establish a digital layer interlinking all of the elements of transport. Building up this digital architecture involves open and common interfaces and an efficient, but secure data eco-system The establishment of NAP is essential; to facilitate access, easy exchange and reuse of transport related data, in order to help support the provision of EU-wide interoperable travel and traffic services to end users
  17. Data sharing via NAP The following data elements are shared with the electric charge point NAP : • Static data: – Location • GNSS coordinates • Address (street name, zip code, city,…) – List of available charge-solutions (Power, Modes) – List of available connectors (plugs, sockets, induction plate...) – Opening hours, identification and payment methods, – Contact info for owner/operator – Full e-mobility code of the charging point (EVSE ID) • Dynamic data: – Availability (if the station is operational/ non-operational) and – Occupation status (free, occupied) – Price for ad-hoc charging
  18. Thank you for your attention!

Notas do Editor

  1. Slajd 3, 4 i 5 prikazuju trenutno stanje (broj) električnih vozila i broj punionica za električna vozila u Republici Hrvatskoj i EU.
  2. Republika Hrvatska nema nacionalni sustav za prikupljanje podataka o infrastrukturi za alternativna goriva. Iz tog razloga je podnijela zahtjev za sudjelovanje u IDACS projektu.
  3. Ovdje su pojašnjeni ciljevi projekta i faze u kojima su ti ciljevi ostvareni. „IDRO” je nacionalno tijelo koje izdaje identifikacije kodove (u Republici Hrvatskoj to je CRO IDRO, jedinica unutar Ministarstva mora, prometa i infrastrukture). „CPO” eng. Charging Point Operator odnosno operator mjesta za punjenje je subjekt odgovoran za upravljanje i rad mjesta za punjenje koji pruža uslugu punjenja krajnjim korisnicima, među ostalim u ime i za račun pružatelja usluga mobilnosti. „MSP” eng. Mobility Service Provider odnosno pružatelj usluga mobilnosti je subjekt koji pruža usluge krajnjem korisniku u zamjenu za naknadu, uključujući prodaju usluge punjenja ili opskrbe. „NAP” eng. National Acces Point odnosno Nacionalna pristupna točka je digitalno sučelje u kojemu su statički i dinamički podaci o infrastrukturi za alternativna goriva dostupni korisnicima za ponovnu uporabu. „EVSE” eng. Electric Vehicle Supply Equipment odnosno mjesto za punjenje je fiksno ili mobilno sučelje koje omogućuje prijenos električne energije na električno vozilo koje može imati jedan ili više različitih priključaka te može puniti samo jedno električno vozilo istodobno, te isključuje uređaje izlazne snage manje od ili jednake 3,7 kW, uređaje koji su instalirani u privatnim kućanstvima i uređaje čija primarna svrha nije punjenje električnih vozila odnosno sučelje putem kojeg je moguće zamijeniti bateriju jednog električnog vozila. „EMA” eng. E-Mobility Account” je pojedinačni ugovor o pružanju usluge e-punjenja koji specificira i identificira pojedinačni ugovor o usluzi e-punjenja. „ID kod“ znači identifikacijski kod.
  4. Ovo je primjer EVSE ID koda koji se sastoji od peteroznamenkastog CPO koda (koji izdaje CRO IDRO) i drugog dijela koji je u biti ID samog mjesta za punjenje. Ovisno o tome što želimo identificirati, može se izdati kod za mjesto za punjenje (označava se slovom „E”), kod za punionicu (označava se slovom”S”) i kod za skup punionica (označava se slovom „P”).
  5. Ovo je primjer EMA ID koda koji se sastoji od peteroznamenkastog MSP koda (koji izdaje CRO IDRO) i drugog dijela koji je u biti ID pojedinačnog ugovora o usluzi e-punjenja. Ugovor vozača električnog vozila jasno pokazuje njihov eMA-ID koji je poput broja bankovnog računa. MSP će vozaču električnog vozila dodijeliti karticu za naplatu/token za naplatu koje će on koristiti na punionici. Kada se skenira na punionici prije punjenja, CPO može identificirati tko je kupac i s kojim MSP-om ima ugovor. Ugovor s kupcem vozača EV-a može biti povezan s nekoliko pojedinačnih kartica za naplatu/tokena za naplatu.
  6. IDRO je jedinica unutar Ministarstva mora, prometa i infrastrukture koja je odgovorna za izdavanje ID kodova za CPO i MSP.
  7. Ovo su opći uvjeti kojima moraju udovoljavati CPO i MSP, ako žele da im CRO IDRO izda CPO ili MSP ID kod. Dakle, oni se registriraju na web stranici CRO IDRO-a, bude im uručeno korisničko ime i lozinka, te nakon toga podnose zahtjev za izdavanje koda. Podnošenje zahtjeva i izdavanje kodova u RH je trenutno besplatno.
  8. Za EU, Direktiva o infrastrukturi alternativnih goriva 2019/94/EU (AFID) trenutačno zahtijeva da sva mjesta za punjenje, u svrhu interoperabilnosti budu opremljena barem utičnicama ili konektorima za vozila Tip 2, Mennekes (za AC normalne i velike snage) i konektorima kombiniranog sustava punjenja, CCS/Combo 2 (za DC točke za punjenje velike snage). Na slici gore su prikazani minimalni uvjeti opremljenosti konektorima sukladno Direktivi AFID. Slika dolje prikazuje raspoložive konektore u različitim geografskim zonama.
  9. NAP je u RH uspostavljen unutar Ministarstva mora, prometa i infrastrukture. Nakon što svaka punionica dobije svoj ID kod, može započeti proces slanja i primanja statičkih i dinamičkih podataka. Oni moraju biti u Datex II formatu radi unifikacije unutar EU.
  10. IDACS projektom je zadan minimum podataka koje je potrebno prikupljati i slati u NAP.
  11. Ovo je primjer kako funkcionira sustav razmjene podataka putem NAP-a.