ISO/TS 21219-25:2017
(Main)Intelligent transport systems — Traffic and travel information (TTI) via transport protocol experts group, generation 2 (TPEG2) — Part 25: Electromobility charging infrastructure (TPEG2-EMI)
Intelligent transport systems — Traffic and travel information (TTI) via transport protocol experts group, generation 2 (TPEG2) — Part 25: Electromobility charging infrastructure (TPEG2-EMI)
ISO/TS 21219-25:2017 defines the TPEG application electromobility charging infrastructure (EMI). It has been specifically designed to support information about charging infrastructure for electric vehicles (not just cars), the location of e-charging points and their suitability for the respective vehicle (e.g. connector type, charging modality). As electric vehicles will occupy a "charging space" for a longer period of time, information on availability/waiting time and reservation options are highly relevant for a user of an electric vehicle to optimally plan his route/trip and are therefore also accounted for. The standardized delivery, through a TPEG technology, of information on charging infrastructures has the following benefits to an end user of this TPEG service: a) Identifying suitable charging units for his vehicle, thus preventing unnecessary driving around to find a fitting unit (also has environmental benefits). b) Verifying the real-time availability of charging units. c) Being able to plan ahead and reserve a spot in a charging park and thus optimize the planning of his trip. d) Being able to select a financially attractive charging point in a charging park the operator of which has billing agreements with the user's electromobility provider. In addition to these end-user benefits, also electromobility providers and charging park operators benefit from a standardized TPEG format as it allows an easier harmonization of the electromobility charging infrastructure information with the data formats used for the exchange of information between management systems of electromobility providers and charge park operators and according specifications (e.g. Open Charge Alliance[1], eMobility ICT Interoperability Innovation (eMI3)[2], etc.). The TPEG application electromobility charging infrastructure, as add-on service component next to, for example traffic information, is laid out to support large numbers of charge parks with only modest bandwidth requirements. [1] http://www.openchargealliance.org/ [2] http://emi3group.com/
Systèmes intelligents de transport — Informations sur le trafic et le tourisme via le groupe expert du protocole de transport, génération 2 (TPEG2) — Partie 25: Infrastructure pour l'alimentation en électromobilité (TPEG2-EMI)
General Information
Standards Content (Sample)
TECHNICAL ISO/TS
SPECIFICATION 21219-25
First edition
2017-02
Intelligent transport systems —
Traffic and travel information (TTI)
via transport protocol experts group,
generation 2 (TPEG2) —
Part 25:
Electromobility charging
infrastructure (TPEG2-EMI)
Systèmes intelligents de transport — Informations sur le trafic et le
tourisme via le groupe expert du protocole de transport, génération 2
(TPEG2) —
Partie 25: Infrastructure pour l’alimentation en électromobilité
(TPEG2-EMI)
Reference number
ISO/TS 21219-25:2017(E)
©
ISO 2017
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ISO/TS 21219-25:2017(E)
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ii © ISO 2017 – All rights reserved
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ISO/TS 21219-25:2017(E)
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 Abbreviated terms . 3
5 Application specific constraints . 4
5.1 Application identification . 4
5.2 Version number signalling . 4
5.3 Ordered components . 4
5.4 Extension . 5
5.5 TPEG Service Component Frame. 5
6 EMI structure . 5
6.1 Overview . 5
6.2 EMI structuring considerations . 6
6.2.1 Information aggregation level: Charging parks, charging stations,
charging points . 6
6.2.2 Static vs. dynamic information: Charging park information, charging
park availability . 7
6.2.3 Request and response . 8
6.3 Pricing information .10
6.4 EMI message structure.11
7 EMI message components .16
7.1 EMIMessage .16
7.2 MessageManagementContainerLink.17
7.3 ChargingParkLocation .17
7.4 ChargingParkAvailabilityVector .17
7.5 ChargingParkInformation .18
7.6 ChargingStationInformation .19
7.7 DetailedChargingParkLocation .19
7.8 ParkEntryLocation .20
7.9 ParkExitLocation .20
7.10 DetailedChargingStationLocation .20
7.11 StationLocation .20
7.12 EMIMessageRequest .20
7.13 MessageManagementContainerLinkRequest .21
7.14 ReservationRequest .21
7.15 ReservationResponse .23
8 EMI Datatypes .24
8.1 ChargingParkAvailability .24
8.2 ChargingStationAvailability .25
8.3 FreePlacesForConnectorType .25
8.4 ChargingParkSiteDescription .25
8.5 Logo .26
8.6 OperatorContactInformation .26
8.7 SizeRestrictions .27
8.8 PricingInformation .27
9 EMI Tables .27
9.1 emi001:BillingModel .27
9.2 emi002:Connect orType .28
9.3 emi003:Qualifier .28
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ISO/TS 21219-25:2017(E)
9.4 emi004:P aymentMethodType .29
9.5 emi005:F acilityType .29
9.6 emi006:Associat edServiceType .29
9.7 emi007:UserT ype .30
9.8 emi008:StationT ype .30
9.9 emi009:V ehicleType .31
9.10 emi010:R eservability .31
9.11 emi011:ContactT ype .31
Annex A (normative) TPEG application, TPEG-Binary Representation .32
Annex B (normative) TPEG application, TPEG-ML representation.47
Bibliography .61
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ISO/TS 21219-25:2017(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 World Trade Organization (WTO) principles in the
Technical Barriers to Trade (TBT) see the following URL: www . i so .org/ iso/ foreword .html.
The committee responsible for this document is ISO/TC 204, Intelligent transport systems.
A list of all parts in the ISO/TS 21219 series can be found on the ISO website.
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ISO/TS 21219-25:2017(E)
Introduction
History
TPEG technology was originally proposed by the European Broadcasting Union (EBU) Broadcast
Management Committee, who established the B/TPEG project group in the autumn of 1997 with a brief
to develop, as soon as possible, a new protocol for broadcasting traffic and travel-related information
in the multimedia environment. TPEG technology, its applications and service features were designed
to enable travel-related messages to be coded, decoded, filtered and understood by humans (visually
and/or audibly in the user’s language) and by agent systems. Originally, a byte-oriented data stream
format, which may be carried on almost any digital bearer with an appropriate adaptation layer,
was developed. Hierarchically structured TPEG messages from service providers to end-users were
designed to transfer information from the service provider database to an end-user’s equipment.
One year later, in December 1998, the B/TPEG group produced its first EBU specifications. Two
documents were released. Part 2 (TPEG-SSF, which became ISO/TS 18234-2) described the Syntax,
Semantics and Framing structure, which was used for all TPEG applications. Meanwhile, Part 4 (TPEG-
RTM, which became ISO/TS 18234-4) described the first application for Road Traffic Messages.
Subsequently, in March 1999, CEN/TC 278, in conjunction with ISO/TC 204, established a group
comprising members of the former EBU B/TPEG and this working group continued development work.
Further parts were developed to make the initial set of four parts enabling the implementation of a
consistent service. Part 3 (TPEG-SNI, ISO/TS 18234-3) described the Service and Network Information
Application used by all service implementations to ensure appropriate referencing from one service
source to another.
Part 1 (TPEG-INV, ISO/TS 18234-1) completed the series by describing the other parts and their
relationship; it also contained the application IDs used within the other parts. Additionally, Part 5, the
Public Transport Information Application (TPEG-PTI, ISO/TS 18234-5), was developed. The so-called
TPEG-LOC Location Referencing method, which enabled both map-based TPEG-decoders and non-map-
based ones to deliver either map-based Location Referencing or human readable text information,
was issued as ISO/TS 18234-6 to be used in association with the other applications parts of the
ISO/TS 18234 series to provide location referencing.
The ISO/TS 18234 series has become known as TPEG Generation 1.
TPEG Generation 2
When the Traveller Information Services Association (TISA), derived from former forums, was
inaugurated in December 2007, TPEG development was taken over by TISA and continued in the TPEG
applications working group.
It was about this time that the (then) new Unified Modelling Language (UML) was seen as having major
advantages for the development of new TPEG Applications in communities who would not necessarily
have binary physical format skills required to extend the original TPEG TS work. It was also realized
that the XML format for TPEG described within the ISO/TS 24530 series (now superseded) had a greater
significance than previously foreseen, especially in the content-generation segment and that keeping
two physical formats in synchronism, in different standards series, would be rather difficult.
As a result, TISA set about the development of a new TPEG structure that would be UML based. This has
subsequently become known as TPEG Generation 2.
TPEG2 is embodied in the ISO/TS 21219 series and it comprises many parts that cover introduction,
rules, toolkit and application components. TPEG2 is built around UML modelling and has a core of rules
that contain the modelling strategy covered in ISO/TS 21219-2, ISO/TS 21219-3, ISO/TS 21219-4 and
the conversion to two current physical formats: binary and XML; others could be added in the future.
TISA uses an automated tool to convert from the agreed UML model XMI file directly into an MS Word
document file, to minimize drafting errors, that forms the annex for each physical format.
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ISO/TS 21219-25:2017(E)
TPEG2 has a three container conceptual structure: Message Management (ISO/TS 21219-6), Application
1)
(several parts) and Location Referencing (ISO/TS 21219-7 ). This structure has flexible capability and
can accommodate many differing use cases that have been proposed within the TTI sector and wider
for hierarchical message content.
TPEG2 also has many location referencing options as required by the service provider community, any
of which may be delivered by vectoring data included in the Location Referencing Container.
The following classification provides a helpful grouping of the different TPEG2 parts according to their
intended purpose.
— Toolkit parts: TPEG2-INV (ISO/TS 21219-1), TPEG2-UML (ISO/TS 21219-2), TPEG2-UBCR
(ISO/TS 21219-3), TPEG2-UXCR (ISO/TS 21219-4), TPEG2-SFW (ISO/TS 21219-5), TPEG2-MMC
(ISO/TS 21219-6), TPEG2-LRC (ISO/TS 21219-7), TPEG2-LTE (ISO/TS 21219-24);
— Special applications: TPEG2-SNI (ISO/TS 21219-9), TPEG2-CAI (ISO/TS 21219-10);
2) 3)
— Location Referencing: TPEG2-ULR (ISO/TS 21219-11 ), TPEG2-GLR (ISO/TS 21219-21 ), TPEG2-
4)
OLR (ISO/TS 21219-22 );
— Applications: TPEG2-PKI (ISO/TS 21219-14), TPEG2-TEC (ISO/TS 21219-15), TPEG2-FPI
(ISO/TS 21219-16), TPEG2-TFP (ISO/TS 21219-18), TPEG2-WEA (ISO/TS 21219-19), TPEG2-RMR
(ISO/TS 21219-23), TPEG2-EMI (ISO/TS 21219-25).
TPEG2 has been developed to be broadly (but not totally) backward compatible with TPEG1 to assist
in transitions from earlier implementations, while not hindering the TPEG2 innovative approach and
being able to support many new features, such as dealing with applications having both long-term,
unchanging content and highly dynamic content, such as Parking Information.
This document is based on the TISA specification technical/editorial version reference:
SP13010/1.0/001
1) Under development.
2) Under development.
3) Under development.
4) Under development.
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TECHNICAL SPECIFICATION ISO/TS 21219-25:2017(E)
Intelligent transport systems — Traffic and travel
information (TTI) via transport protocol experts group,
generation 2 (TPEG2) —
Part 25:
Electromobility charging infrastructure (TPEG2-EMI)
1 Scope
This document defines the TPEG application electromobility charging infrastructure (EMI). It has been
specifically designed to support information about charging infrastructure for electric vehicles (not
just cars), the location of e-charging points and their suitability for the respective vehicle (e.g. connector
type, charging modality). As electric vehicles will occupy a “charging space” for a longer period of time,
information on availability/waiting time and reservation options are highly relevant for a user of an
electric vehicle to optimally plan his route/trip and are therefore also accounted for.
The standardized delivery, through a TPEG technology, of information on charging infrastructures has
the following benefits to an end user of this TPEG service:
a) Identifying suitable charging units for his vehicle, thus preventing unnecessary driving around to
find a fitting unit (also has environmental benefits).
b) Verifying the real-time availability of charging units.
c) Being able to plan ahead and reserve a spot in a charging park and thus optimize the planning of
his trip.
d) Being able to select a financially attractive charging point in a charging park the operator of which
has billing agreements with the user’s electromobility provider.
In addition to these end-user benefits, also electromobility providers and charging park operators
benefit from a standardized TPEG format as it allows an easier harmonization of the electromobility
charging infrastructure information with the data formats used for the exchange of information
between management systems of electromobility providers and charge park operators and according
5) 6)
3
specifications (e.g. Open Charge Alliance , eMobility ICT Interoperability Innovation (eMI ) , etc.).
The TPEG application electromobility charging infrastructure, as add-on service component next to,
for example traffic information, is laid out to support large numbers of charge parks with only modest
bandwidth requirements.
2 Normative references
The following documents are referred to in text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO/TS 18234-11:2013, Intelligent transport systems — Traffic and Travel Information (TTI) via transport
protocol experts group, generation 1 (TPEG1) binary data format — Part 11: Location Referencing
Container (TPEG1-LRC)
5) http:// www .openchargealliance .org/
6) http:// emi3group .com/
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ISO/TS 21219-25:2017(E)
ISO/TS 21219-1, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 1: Introduction, numbering and versions (TPEG2-INV)
ISO/TS 21219-5, Intelligent transport systems — Traffic and travel information (TTI) via transport
protocol experts group, generation 2 (TPEG2) — Part 5: Service framework (TPEG2-SFW)
ISO/TS 21219-6, Intelligent transport systems — Traffic and travel information (TTI) via transport
protocol experts group, generation 2 (TPEG2) — Part 6: Message management container (TPEG2-MMC)
ISO/TS 21219-9, Intelligent transport systems — Traffic and travel information (TTI) via transport
protocol experts group, generation 2 (TPEG2) — Part 9: Service and network information (TPEG2-SNI)
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— IEC Electropedia: available at http:// www .electropedia .org/
— ISO Online browsing platform: available at http:// www .iso .org/ obp
3.1
electric vehicle
EV
vehicle that is (partly) electrically powered and operated
Note 1 to entry: With respect to the TPEG requirements, other electric vehicles such as e-bikes are considered.
Note 2 to entry: EV batteries can typically be charged at any regular power socket. In case fast charging is
required, e.g. during longer journeys, higher demands on the technical infrastructure are made. Specific sockets
and high-power connector cables have been developed to allow a simple and secure usage of boost charging
stations (3.3). It is necessary for the end user to know which options are supported by a charging station. EVs
may have an “identity” for electronic readout, e.g. by means of a certificate. Also, other information which can be
communicated by an EV to the infrastructure may be relevant for the execution and planning of charging orders.
The current battery charge condition, the power requirements during the charging procedure, as well as the
cruising range are parameters that may be relevant for the planning of charging orders. The vehicle and charging
station can communicate using a connector cable, but also other mechanisms are possible, e.g. using the back-end
system of an EV manufacturer, to which an EV is connected (using mobile data connection).
3.2
charging park
park that consists of multiple physical charging stations (3.3) which technically and/or logically belong
together and are being operated together
Note 1 to entry: This may be the case, for example, in a commercially operated car park or in a city district where
publicly operated charging stations are grouped together. Charging parks are being operated by charging park
operators (3.7).
3.3
charging station
station that consists of a physical unit (typically a column or cabinet-like structure) containing and
managing one or more charging points (3.4) offering the end-user the possibility to be authorized
(typically by means of a card reader) and activate one of the charging points at the charging station,
hook up the electric vehicle (3.1) and start the charging procedure
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ISO/TS 21219-25:2017(E)
3.4
charging point
unit in a charging station (3.3) at which an electric vehicle (3.1) can be supplied with power
Note 1 to entry: A charging station can provide multiple charging points, which again can contain multiple
sockets to support more than one charging connector type. In general, as soon as one socket at a charging point
is in use, the charging point is occupied. Typically for each charging point, a parking space is provided at the
charging station.
3.5
energy provider
provider that includes all relevant energy suppliers, local solar power generators, as well as traditional
major companies in the power industry sector
Note 1 to entry: It is their role to provide energy to the charging park operators (3.7).
3.6
electromobility provider
EM provider
business partner for the end-users who charge their electric vehicles (3.1)
Note 1 to entry: Typically, an end-user has a contract with an EM provider, the details of which are connected to
an (RF) ID card [having an (internationally) unique card number] that is used for authorization and billing. The
EM provider sees to it that his customers can charge their vehicles in as many charging parks (3.2) as possible
and bills the customer according to the respective contract.
3.7
charging park operator
operator who manages one or more charging parks (3.2)
Note 1 to entry: The charging park operator maintains the charging site(s) and is a business partner to the energy
provider and the EM provider (3.6). Typically, a charging park operator bills the end-user based on “roaming
agreements” with multiple EM providers.
3.8
electric vehicle supply equipment identity
EVSEID
ID that uniquely identifies a concrete charging point (3.4) globally
Note 1 to entry: If a charging station (3.3) has multiple charging points, multiple EVSEIDs are used. See also
DIN SPEC 91286.
4 Abbreviated
...
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