GB/T 50966-2024Standard for design of electric vehicle charging station (English PDF)

1 General provisions

1.0.1 The standard was drawn up so that the design of electric vehicle charging stations carries out the relevant national policies, so that technical requirements are unified, and so that the result is safe and reliable, technically advanced and economically reasonable.

1.0.2 The standard applies to the design of electric vehicle charging stations that use the whole-vehicle charging mode.

1.0.3 The design of an electric vehicle charging station shall follow these basic principles: it shall carry out national laws and regulations and meet the requirements of the regional plan for national economic and social development; it shall be coordinated with the local overall regional plan and with town planning; it shall meet the requirements of fire safety, safe use of electricity and environmental protection; and it shall adopt new techniques, new equipment, new materials and new processes in an active but prudent way, so as to promote technical innovation.

1.0.4 Besides this standard, the design of an electric vehicle charging station shall also comply with the provisions of the relevant national standards in force.

2 Terms

2.0.1 EV charging station: a dedicated place that provides a charging service to electric vehicles, made up of several charging devices arranged together with the related power-supply devices, monitoring devices and ancillary facilities.

2.0.2 Power-supply system: the system formed by the electric power equipment and the distribution lines that supply the charging station.

2.0.3 Charging system: the system formed by all the charging devices, cables and related auxiliary equipment inside the charging station.

2.0.4 Monitoring system: the system that applies information, network and communication technology to supervise, control and manage the operating state of the equipment and the environment inside the charging station.

2.0.5 Metering and billing system: the devices and system used for energy metering and fee settlement between the charging station and the power grid and between the charging station and the electric vehicle user.

2.0.6 Charging equipment: equipment connected to an electric vehicle or to a traction battery by conductive or wireless means in order to supply it with electric energy.

2.0.7 Off-board charger: a dedicated device fixedly connected to an AC or DC supply which converts that supply into DC energy and charges the traction battery of an electric vehicle by the conductive mode; called the charger for short.

2.0.8 AC charging spot: a dedicated supply device that provides AC power by the conductive mode to an electric vehicle fitted with an on-board charger.

2.0.9 Group control charge: the function of allocating the output power among several charging interfaces dynamically, according to the charging demand and the load state of the system.

2.0.10 Indoor charging station: a charging station whose charging equipment and charging bays are inside a building.

2.0.11 Outdoor charging station: a charging station whose charging equipment and charging bays are in the open air or inside a structure.

3 Scale of charging station and site selection

3.1.1 The layout of a charging station should be settled by weighing together the types of electric vehicles and the vehicle population, and should make full use of existing conditions such as supply lines, transport terminals and fire-fighting facilities.

3.1.2 The scale of a charging station should be settled by weighing together the charging demand of electric vehicles, the average daily mileage of the vehicles, the energy consumption per unit of mileage and the technical capability of the charging equipment.

3.2.1 The overall planning of a charging station shall meet the requirements of town planning and environmental protection, and the station shall be sited where transport is convenient.

3.2.2 The site of a charging station should be near an urban road; it should not be chosen at the intersections of urban arterial roads or on heavily trafficked sections.

3.2.3 Site selection shall be closely combined with the planning and construction of the urban medium- and low-voltage distribution network, and shall meet the requirements for supply reliability, power quality and automation.

3.2.4 Site selection shall meet fire-safety requirements. A charging station should be built as a stand-alone facility, and the fire separation distance between the station and the buildings or structures outside it shall comply with article 11.1.1 of this standard.

3.2.5 Grade-one, grade-two and grade-three charging stations shall not be placed in production buildings, storehouses or liquid tank areas for category A and category B goods.

3.2.6 A charging station should not be placed where there is much dust or corrosive gas; where it cannot be kept away from such a source, it shall not be placed on the leeward side of the prevailing wind from the source of pollution.

3.2.7 A charging station shall not be placed where there is severe vibration.

4 General plan design

4.1.1 A charging station should consist of the buildings inside the station, the driveways inside and outside the station, the charging area, the temporary parking area and the supply and distribution facilities. The general layout of the station area shall meet the requirements of the overall plan and shall follow the principles of reasonable process layout, clear functional zoning, convenient traffic and economical use of land.

4.1.2 The general plan should be designed for the final scale of the station.

4.1.3 Charging stations may be divided into four grades by the number of charging bays N, as set out in Table 4.1.3. For an indoor station the four grades are N greater than 300, N greater than 150 and not greater than 300, N greater than 50 and not greater than 150, and N from 3 to 50 inclusive. For an outdoor station they are N greater than 400, N greater than 250 and not greater than 400, N greater than 100 and not greater than 250, and N from 3 to 100 inclusive.

4.1.4 Provided that traffic organisation stays smooth and the process layout stays reasonable, a charging station should be laid out to suit the natural terrain and should reduce the volume of earth and rock works.

4.1.5 A charging station should have its own separate vehicle entrance and exit.

4.1.6 A charging station should be laid out together with a surface car park.

4.1.7 Grade-one, grade-two and grade-three charging stations should not be placed inside important public buildings or civil buildings.

4.1.8 The charging area of a charging station should not be placed on the fourth floor of a building or above.

4.1.9 The charging area of a grade-one, grade-two or grade-three charging station shall not be placed in a semi-basement or a basement. Where the charging area of a grade-four station has to be built in a basement, it should be placed on the first basement level and at the vehicle entrance and exit of the basement, and it shall meet the requirements for fire rescue and for the safe evacuation of people and vehicles.

4.2.1 Charging equipment shall be placed near the charging bays; the clear distance between the outline of the equipment and the edge of the charging bay should not be less than 0.4 m. The arrangement of the charging equipment shall not hinder the charging or the movement of other vehicles, and measures shall be taken to protect the charging equipment and the safety of the operators.

4.2.2 The size of the bays inside a charging station shall be laid out reasonably according to the electric vehicles served; in areas where land is scarce a multi-level layout may be used.

4.2.3 Charging equipment should be placed near the upstream supply and distribution equipment.

4.2.4 The buildings inside a charging station shall be placed where the charging area can be observed easily.

4.2.5 A charging station should provide temporary parking positions.

4.3.1 The roads inside a charging station shall meet the requirements for the passage of fire-fighting and service vehicles. The entrance and the exit should be set separately and shall be clearly marked.

4.3.2 Driveways inside a charging station should be laid out as two-lane roads suited to the type of vehicle. The width of a single lane inside the station shall not be less than 3.5 m and the width of a double lane shall not be less than 6 m; fire lanes shall comply with the relevant provisions of the national standards GB 50016 and GB 50067 in force.

4.3.3 The roads of a charging station should be designed as urban-type roads.

4.3.4 The access roads of a charging station shall join smoothly with the municipal roads outside the station.

5 Charging system

5.1.1 The output voltage of an off-board charger shall be chosen as follows: the maximum output voltage of the charger shall be settled from the maximum charging voltage of the electric vehicles served; the DC output voltage range of the charger should be taken from the preferred range given in the national standard GB/T 18487.1 in force.

5.1.2 The rated output current of an off-board charger shall be chosen as follows: the rated output current shall be settled from the supply capability of the charging station and from the charging demand of the electric vehicles served; the DC rated output current should be taken from the preferred values given in the national standard GB/T 18487.1 in force.

5.1.3 The functions of an off-board charger shall comply with the relevant provisions of the industry standard NB/T 33001 in force.

5.1.4 The charging interface shall be built so that bare live conductors cannot be touched easily by hand. An off-board charger should be fitted with a device for storing the charging connection assembly. For an off-board charger installed outdoors, the charging interface shall be protected against rain and dust.

5.1.5 An off-board charger shall be able to communicate with the monitoring system of the charging station, so that its state and the charging parameters can be sent up to the monitoring system and commands from the monitoring system can be received.

5.1.6 The arrangement and installation of an off-board charger shall comply with the following: the charger shall be placed so that vehicles can be charged conveniently; terminal blocks shall be used for connection to the distribution system; the metal enclosure of the charger shall have an earthing terminal (bolt) with an earthing mark, and the protective earthing terminal shall be earthed reliably; the charger shall be mounted vertically on a face perpendicular to the ground, and the deviation from the vertical position in any direction shall not be more than 5°; the foundation of an off-board charger installed outdoors shall stand 0.2 m or more above the ground level of the charging station, and where necessary an anti-collision barrier not less than 0.8 m high may be placed near the charger.

5.1.7 An off-board charger used in the group control charging mode shall, besides articles 5.1.1 to 5.1.6 of this standard, also comply with the following: a split one-machine-several-terminals structure should be chosen and the number of charging terminals may be configured according to the situation of the station; the power units should be placed together and the charging terminals may share the charging power; the charger shall provide dynamic power allocation, switching interlock, regulation of the charging load and detection of welded DC contactor contacts; the cables between the power units and the charging terminals should be laid along the shortest path, and both ends of a DC circuit cable shall carry clear polarity marks.

5.2.1 Where the rated current of an AC charging spot is 32 A or less, a single-phase 220 V or three-phase 380 V AC supply may be used; where the rated current is greater than 32 A, a three-phase 380 V AC supply shall be used.

5.2.2 An AC charging spot shall comply with the provisions of the industry standard NB/T 33002 in force.

5.2.3 An AC charging spot shall have a communication interface to the upper-level monitoring and management system.

5.2.4 The installation and arrangement of an AC charging spot shall comply with the following: the spot shall be placed so that vehicles can be charged conveniently; terminal blocks or copper bars should be used for connection to the distribution system; the supply wiring of several AC charging spots shall meet the requirement of three-phase balance of the supply; floor-standing or wall-mounted installation may be used, and the foundation of a floor-standing spot shall stand 0.2 m or more above the ground, an anti-collision barrier being fitted where necessary; the metal enclosure shall have an earthing terminal (bolt) with an earthing mark, and the protective earthing terminal shall be earthed reliably; an outdoor charging spot should be protected against rain and dust.

6 Power supply and distribution system

6.0.1 The supply and distribution system of a charging station shall comply with the relevant provisions of the national standard GB 50052 in force.

6.0.2 The arrangement of the supply and distribution equipment shall comply with the relevant provisions of the national standard GB 50053 in force, and shall make installation, operation, handling, maintenance and commissioning convenient.

6.0.3 The distribution system shall comply with the following: a medium- or low-voltage distribution system should use a single busbar or a sectionalised single busbar, and the low-voltage earthing system shall be TN-S; where the existing low-voltage earthing arrangement is TN-C it shall be changed to TN-C-S. Circuit breakers should be used for the low-voltage incoming and outgoing switches and for the section switch; between low-voltage incoming circuit breakers fed from different sources and the low-voltage section circuit breaker, mechanical and electrical interlocks shall be provided to stop different sources from running in parallel. A low-voltage incoming circuit breaker should provide instantaneous short-circuit, short-time-delay short-circuit and long-time-delay protection together with type-A residual current protection, should be fitted with a shunt trip device, and should not be fitted with an undervoltage (low-voltage) trip device.

6.0.4 Switchgear cubicles should be of a compact, oil-free, maintenance-free or low-maintenance type.

6.0.5 Reactive power compensation shall comply with the following: the compensation device should be placed on the low-voltage side of the transformer, and the compensation capacity should be settled so that the power factor on the high-voltage side of the transformer is not lower than 0.95 at maximum load; where the natural power factor of the equipment already gives a power factor on the high-voltage side of the transformer not lower than 0.95, a low-voltage reactive power compensation device need not be fitted.

6.0.6 The design of the distribution lines shall comply with the following: copper-cored cross-linked polyethylene insulated cable should be chosen for medium-voltage power cable, and copper-cored cross-linked polyethylene insulated cable should be chosen for low-voltage power cable, a copper-cored alternative also being allowed. The name of that alternative low-voltage cable type is cut off at the foot of the last page available, and the remaining sub-clauses of article 6.0.6 are not on the pages examined.

R1 Relationship to previous standards

The frontispiece of GB/T 50966-2024 carries no superseding line of its own. The replacement is stated instead in announcement No. 230 of 2024 of the Ministry of Housing and Urban-Rural Development, reproduced in the front matter of the printed document, which reads that the Standard for design of electric vehicle charging station is approved as a national standard numbered GB/T 50966-2024, comes into force on 1 May 2025, and that the former national standard GB 50966-2014, Code for design of electric vehicle charging station, is abolished at the same time. The supersedes field of this record is taken from that announcement.