[SystemSafety] Hazard and Qualitative-Risk Analysis of Mode 3 Charging of Electric Road Vehicles

Mon Oct 21 18:26:29 CEST 2013

There are some major differences,

-          Where the chargers are being deployed e.g. road side, public
parking garages and so on.

-          That the batteries are BIG compared with the usual batteries in
cars and others the general public may encounter: capable of delivering
100's amps at 100's volts for extended periods. well and truly in to "Mr.
Crispy" territory.

-          That said chargers are intended to recharge said batteries in
short periods of time.

For example the Tesla superchargers can supply 80% of a complete charge in
30 minutes.

ABB's inductive bus charger can charge a bus in 30 seconds. It uses super
capacitors  to buffer the grid and provide fast discharge.

Cheers.

From: systemsafety-bounces at lists.techfak.uni-bielefeld.de
[mailto:systemsafety-bounces at lists.techfak.uni-bielefeld.de] On Behalf Of
Rolf Spiker
Sent: 21 October 2013 16:39
To: Andrew Rae; Peter Bernard Ladkin
Cc: systemsafety at techfak.uni-bielefeld.de
Subject: Re: [SystemSafety] Hazard and Qualitative-Risk Analysis of Mode 3
Charging of Electric Road Vehicles

Hi Peter,

I am able to read that document for 90%.

I have no comment on the approach to classify the potential dangers.

I know what can going wrong charging batteries. 

But...

Charging batteries is an old and still existing event.

All the cars are charging their batteries when they drive.

I have a boat and most boat owners are charging their batteries if they in a
marina. 

I am an electronic engineer and know a lot of batteries by personal
experience and reading literature.

Now we have electric cars with batteries.

We have already electric driven forklift trucks and charging equipment for a
long time.

Now we make all kind of studies about potential hazards charging batteries
in cars.

What is the difference with that car battery and charging equipment that we
have to make these studies now?

Is there anything news under the sun?

Functional Safety, Security & Reliability >  <http://www.exida.com/>
www.exida.com

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From: systemsafety-bounces at lists.techfak.uni-bielefeld.de
[mailto:systemsafety-bounces at lists.techfak.uni-bielefeld.de] On Behalf Of
Andrew Rae
Sent: Monday, October 21, 2013 5:07 PM
To: Peter Bernard Ladkin
Cc: systemsafety at techfak.uni-bielefeld.de
Subject: Re: [SystemSafety] Hazard and Qualitative-Risk Analysis of Mode 3
Charging of Electric Road Vehicles

Peter,
The only comment I can make until the document is in English is to applaud
you and the committee for opening it to public peer review. 

I don't know the direction of cause and effect but the difference in quality
between open and closed risk assessments in my collection is marked. This
doesn't stop a prevailing culture of secrecy. 

I look forward to the English version, and I hope you will consider
publishing the received comments to the extent permitted by confidentiality.

Drew

On 21 Oct 2013 15:50, "Peter Bernard Ladkin" <ladkin at rvs.uni-bielefeld.de>
wrote:

For the last couple of years, a committee I chair in the standardardisation
organisation for
electrotechology in Germany, the DKE, has been working on a hazard analysis
and risk analysis of the
recharging procedure for electric road vehicles.

A year ago, we completed a draft high-level analysis for charging vehicles
in so-called "Mode 3",
that is, using charging transformers, "charging stations", affixed to the
infrastructure, say at the
roadside or in/on a building.

We are now considering Mode 2 charging, in which a portable
transformer/control device called an
"In-Cable Control Protective Device" or ICCPD is attached by a cable to a
non-dedicated circuit, say
a building circuit, on one side and to the vehicle to be charged on the
other.

Oddly, the project to perform a HazAn/RiskAn is controversial, despite that
the IEC Guide on Safety
says that all safety-related standardisation projects should incorporate a
HazAn/RiskAn phase into
their process requirements. The DKE performed the HazAn/RiskAn because the
charging infrastructure,
from fixed circuits to charging stations to the cables connected them to the
car, do not otherwise
fall under a single entity, a company say, with end-to-end responsibility
for the entire system.

Risk Analysis would normally require an assignment of numbers (probabilities
or likelihoods) to
certain events happening, as required by say fault trees or event trees. We
can't do that, because
no numbers are available for a new process such as this. So qualitative
risks must be assessed. We
used a spec'd-down version of OHA for the hazard analysis and qualitative
event trees to indicate risks.

The HazAn document is published now under the editorial names of myself and
Bernd Sieker. Many
people contributed, but because of the sensitivity of commercial companies
to their markets, other
contributors wished not to be named. They do include some very good
electrical engineers indeed,
with whom I am delighted to have the privilege of working.

At the suggestion of the Committee, the Mode 3 document is currently
available, at the moment only
in German, at
http://www.rvs.uni-bielefeld.de/publications/Papers/HazAn_2012_09_13-pub.pdf
. It is
deliberately short and simple to read, and we hope technically accessible.
An English version will
slowly take shape.

Comments are *very* welcome.

PBL

--
Prof. Peter Bernard Ladkin, Faculty of Technology, University of Bielefeld,
33594 Bielefeld, Germany
Tel+msg +49 (0)521 880 7319 <tel:%2B49%20%280%29521%20880%207319>
www.rvs.uni-bielefeld.de

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