Electric vehicle (EV) charging infrastructure is one of the most critical enablers for mass EV adoption. Reliable, secure, and efficient charging networks determine not only driver confidence but also the long-term sustainability of large-scale electrification.
Engineering seamless operations, optimizing uptime and efficiency, and maximizing EV chargers’ performance and longevity are all central to this challenge. Every service interaction is a “must-do/can’t-fail” moment that can build or damage trust with EV drivers and fleet operators.
Ryan Sodamann, Vice President, National Solution Services (NS2) at Faith
Technologies Incorporated (FTI),
This is according to Ryan Sodamann, VP of National Solution Services at Faith Technologies Incorporated (FTI), which provides end-to-end solutions that integrate design, technology, and service to support the performance and reliability of EV infrastructure.
We recently had the opportunity to ask Sodamann to share his perspective on the engineering and operational challenges of scaling electric vehicle supply equipment (EVSE). In this Q&A, he discusses the practical security concerns of over-the-air (OTA) updates, the role of ISO 15118 and Plug & Charge in securing communications, the complexities of supporting both ac and dc charging, and the realities of balancing load across constrained grids.
He also addresses how real-time fault data can be leveraged for performance optimization, and why service models, response times, and comprehensive lifecycle management are essential to ensuring long-term charging reliability.
Here’s what he had to say…
What are the practical security concerns when deploying OTA updates across public EV infrastructure?
Diligence is essential when managing updates and push cycles across an entire EV charging network. OTA (over-the-air) updates allow new software, patches, or features to be deployed remotely to chargers, avoiding on-site intervention, but they also introduce operational and security risks if not validated properly.
A recent example involved a pushed customer update that caused several chargers to fail to deliver energy to vehicles. Drivers were plugging in, receiving no charge, and the system was effectively dispensing free electricity.
To mitigate this, every update must be validated by addressing two questions:
- Does the charger accept the update?
- How does the offsite Charge Management System (CMS) integrate with the charger to ensure the update is applied without glitches, bugs, or pauses in operation?
There are clear concerns when deploying OTA updates, which is why a strong service provider and an active Network Operations Center (NOC) are recommended. A NOC continuously monitors charging station performance and detects issues as they occur. Without this oversight, missed charges and silent failures are likely to go unnoticed.
How are evolving protocols like ISO 15118 and Plug & Charge reshaping secure communication between EVs and chargers?
This technology is still in the process of being fully adopted. ISO 15118 is designed to standardize and simplify the interaction between the charger, the vehicle, and the grid.
A field technician connects an EV to a charging station, highlighting the importance of reliability and proper installation in EVSE deployment.
Within the EV industry, vehicle-to-grid (V2G) communication leverages a universal Plug & Charge framework, which enables automatic authentication and billing without the need for cards, apps, or manual input. In practice, the process is straightforward for the driver.
An EV connects to a compatible charging station, which automatically authenticates the vehicle and manages billing through a digital certificate that communicates with both the station and the network.
From a security perspective, the communication is encrypted, creating a secure data exchange between the EV and the charging station and reducing the risk of data breaches.
What are the engineering challenges of supporting ac and dc charging in a single network?
Managing two different voltage classes introduces distinct codes, guidance, and practices for handling those power sources. Separately Derived Systems (SDS) have been part of the National Electric Code (NEC) for many years, and any reputable electrical contractor should have experience working with multiple voltage classes and types.
Within the EV industry, some certified installation partners may not be credentialed electricians, which can create risks for long-term infrastructure reliability. From an engineering perspective, it’s also critical to maximize both the system and the available grid capacity.
Utilities only provide a fixed amount of power, so engineering solutions often involve integrating a combination of ac and dc products to make the most efficient use of what is available. The connection between the utility and the site is a crucial engineering interface and should not be overlooked.
Ensuring that a reputable, licensed, and certified electrical engineer is involved in design and implementation is essential for long-term system performance and safety.
How are software updates deployed and managed across a distributed network of EVSE devices?
According to the J.D. Power’s US Electric Vehicle Experience Public Charging Study, one in five public EV charging attempts ends in failure. Driver anxiety is real, and it’s powerful. OTA updates from the software manufacturer (for example, card readers at the point of sale) are critical when a driver is told the upcoming charger is the last one for the next 40 miles.
The modular eSkid system, designed to streamline EVSE site integration and enable scalable charging infrastructure.
The system must perform properly not only to capture the sales opportunity but also to maintain trust. It goes beyond simply being connected. The charging network must remain in sync with its equipment, with clear visibility into when updates are scheduled.
When FTI manages a CPO or a fleet, we coordinate directly with the technology provider and make the case for managing updates on EV chargers. If push updates are applied to electrical equipment, the network operator needs to be involved, since a failed update can disrupt the point-of-sale transaction entirely.
How is load balancing handled across multiple charging stations in areas with constrained grid capacity?
Proper load balancing minimizes power disruption and power quality issues. It does not eliminate them entirely, because the network can only provide so much. And, as much as utilities do to balance the load connected to them, power constraints can magnify problems.
That is why maximum effort must go into setting up EV charging distribution networks to be balanced. Much of this comes down to harmonic filtering inside EV chargers and managing power distortion that creates disturbances in a system or network, which in turn wreaks havoc on power factor (the efficiency with which power is used). E
ngaging a reputable electrical engineer or licensed electrician to design and configure the network is critical, especially in areas where utility grid capacity is limited. Those are the environments where serious issues are most likely to arise.
What types of data are collected from chargers in real time, and how are they leveraged for performance optimization?
A: Although each EV charger brand is different, technology is built into every charger to emit a set of faults—ranging from simple to complex, with anywhere from 400 to 700 possible faults. That is a large amount of data, but without the ability to interpret, analyze, and apply it, the data has little value.
Each fault can serve as a communication key. By understanding the relationship between the charger and the fault, it becomes possible to map out what the fault indicates and what it means for the lifecycle and performance of the equipment. The ability to extract real value from this data rests with trusted industry professionals who can interpret it, guide decisions, and act as reliable advisors.
How quickly can onsite EVSE issues be resolved, and how can providers be evaluated for full service capabilities?
A: A NOC monitors charging stations around the clock and can resolve many issues remotely, often within minutes. For the problems that do require physical dispatch, response times and service quality can vary widely. Basic service agreements provide limited clarity, while service level agreements (SLAs) set specific and transparent expectations. Most SLAs specify less than 24 hours for a dispatch, but leading providers can respond within four hours and, in some cases, within one hour of an alert.
That level of responsiveness is not common, which is why evaluating the provider matters as much as the SLA itself. A strong provider combines speed with a safety culture, highly qualified personnel, and the ability to act as a trusted advisor rather than just a technician.
Beyond response times, comprehensive service requires multiple components working together: experienced engineers, a clear service strategy with an SLA, pre-construction expertise, installation guided by project managers, a sales team focused on building long-term relationships, and advanced technology such as a NOC.
When these elements align, the provider is equipped to support not only immediate reliability but also the ten-year-plus lifecycle of the asset.
Filed Under: Charging, FAQs, Q&As, Vehicle-to-Grid (V2G)