# WIA-AUTO-004 PHASE 3 — Protocol Specification **Standard:** WIA-AUTO-004 **Phase:** 3 — Protocol **Version:** 1.0 **Status:** Stable **Source:** synthesized from the original `PHASE-1-DATA-FORMAT.md` (quarter 3 of 4) --- **Single Loop** (simple): ``` Battery → Motor → Inverter → Radiator → Pump → Battery Pros: Simple, low cost Cons: Compromised temperatures, single point of failure ``` **Dual Loop** (common): ``` Loop 1: Battery → Battery Chiller/Heater → Pump → Battery Loop 2: Motor + Inverter → Radiator → Pump → Motor/Inverter Pros: Optimized temperatures for each component Cons: Higher complexity and cost ``` **Integrated with HVAC** (premium): ``` Heat Pump System: - Summer: Battery/Motor heat → Rejected to ambient, Cabin cooled - Winter: Ambient heat + Waste heat → Battery/Motor warming, Cabin heating Advantages: Maximum efficiency, fast warm-up Complexity: High Examples: Tesla Model Y, BMW iX ``` --- ## 8. Range Calculation ### 8.1 Fundamental Range Equation ``` Range (km) = (E_battery × DoD × η_total) / E_consumption Where: - E_battery = Total battery capacity (kWh) - DoD = Usable Depth of Discharge (0.8-0.95) - η_total = Overall drivetrain efficiency (0.85-0.95) - E_consumption = Energy consumption per km (kWh/km) ``` **Example** (75 kWh battery, 0.18 kWh/km consumption): ``` Range = (75 × 0.9 × 0.92) / 0.18 = 62.1 / 0.18 = 345 km ``` ### 8.2 Energy Consumption Modeling #### 8.2.1 Driving Resistance Forces **Total Resistance**: ``` F_total = F_aero + F_roll + F_grade + F_accel Where: - F_aero = Aerodynamic drag - F_roll = Rolling resistance - F_grade = Gravitational resistance on slope - F_accel = Inertial resistance during acceleration ``` **1. Aerodynamic Drag**: ``` F_aero = 0.5 × ρ × C_d × A × v² Where: - ρ = Air density (1.225 kg/m³ at sea level, 15°C) - C_d = Drag coefficient (0.20-0.35 for EVs) - A = Frontal area (1.8-2.5 m² for sedans) - v = Velocity (m/s) Power required: P_aero = F_aero × v = 0.5 × ρ × C_d × A × v³ Note: Power increases with cube of velocity! Example (v = 120 km/h = 33.3 m/s, C_d = 0.24, A = 2.3 m²): F_aero = 0.5 × 1.225 × 0.24 × 2.3 × 33.3² = 313 N P_aero = 313 × 33.3 = 10.4 kW ``` **2. Rolling Resistance**: ``` F_roll = C_rr × m × g × cos(α) Where: - C_rr = Rolling resistance coefficient (0.006-0.012 for EVs) - m = Vehicle mass (kg) - g = Gravitational acceleration (9.81 m/s²) - α = Road grade angle (degrees) Power required: P_roll = F_roll × v Example (m = 1800 kg, C_rr = 0.008, flat road): F_roll = 0.008 × 1800 × 9.81 × 1 = 141 N P_roll (at 120 km/h) = 141 × 33.3 = 4.7 kW ``` **3. Grade Resistance**: ``` F_grade = m × g × sin(α) Where: - α = Road grade angle For small angles: sin(α) ≈ grade (%) Example: 5% grade ≈ sin(2.86°) ≈ 0.05 Power required: P_grade = F_grade × v Example (m = 1800 kg, 5% grade, 50 km/h): F_grade = 1800 × 9.81 × 0.05 = 883 N P_grade = 883 × (50/3.6) = 12.3 kW ``` **4. Acceleration Force**: ``` F_accel = m_eff × a Where: - m_eff = m × (1 + k_rot) - k_rot = Rotational inertia factor (0.05-0.1 for EVs) - a = Acceleration (m/s²) Power required: P_accel = F_accel × v Example (m = 1800 kg, a = 1 m/s², v = 50 km/h): m_eff = 1800 × 1.08 = 1944 kg F_accel = 1944 × 1 = 1944 N P_accel = 1944 × (50/3.6) = 27.0 kW ``` #### 8.2.2 Total Power Requirement **At Wheels**: ``` P_wheel = (F_aero + F_roll + F_grade + F_accel) × v Example (120 km/h, flat, steady): P_wheel = (313 + 141) × 33.3 = 15.1 kW ``` **At Battery** (including losses): ``` P_battery = P_wheel / (η_motor × η_inverter × η_gearbox) Typical efficiencies: - η_motor: 0.92-0.96 - η_inverter: 0.96-0.98 - η_gearbox: 0.96-0.98 - Combined: 0.85-0.92 Example: P_battery = 15.1 / (0.94 × 0.97 × 0.97) = 15.1 / 0.885 = 17.1 kW ``` **Energy Consumption**: ``` E_consumption (kWh/km) = P_battery (kW) / v (km/h) Example: E_consumption = 17.1 / 120 = 0.143 kWh/km = 14.3 kWh/100km ``` ### 8.3 Drive Cycle Analysis #### 8.3.1 Standard Drive Cycles **1. EPA Combined** (55% City, 45% Highway): ``` City (FTP-75): - Average speed: 34 km/h - Max speed: 91 km/h - Distance: 17.77 km - Duration: 31.2 min - Stops: 23 Highway (HWFET): - Average speed: 77 km/h - Max speed: 97 km/h - Distance: 16.45 km - Duration: 12.75 min - Stops: 0 Combined: E_combined = 0.55 × E_city + 0.45 × E_highway ``` **2. WLTP** (Worldwide Harmonized Light Vehicle Test Procedure): ``` Low: 0-15 min, max 56 km/h Medium: 15-23 min, max 76 km/h High: 23-28 min, max 97 km/h Extra High: 28-30 min, max 131 km/h More aggressive than EPA → higher consumption ``` **3. NEDC** (obsolete but reference): ``` Less realistic, lower consumption than EPA/WLTP ``` #### 8.3.2 Real-World Factors **Temperature Effects**: ``` Cabin Heating/Cooling: - Heating (0°C ambient): +3-7 kW → 30-50% range reduction - Cooling (35°C ambient): +1-3 kW → 10-20% range reduction Battery Performance: - At -10°C: -20% capacity, -30% power → 25-35% range reduction - At -20°C: -30% capacity, -50% power → 40-50% range reduction ``` **Driving Style**: ``` Aggressive (rapid accel/decel): +20-40% consumption Moderate: Reference Eco (smooth, anticipatory): -10-20% consumption ``` **Auxiliary Loads**: ``` Baseline (always on): 200-500 W (computers, lights) HVAC: 1-7 kW (climate dependent) Heated seats/steering: 100-300 W Headlights: 50-150 W (LED) Infotainment: 50-100 W ``` **Terrain**: ``` Flat: Reference Rolling hills: +10-20% consumption (energy lost to braking, partial regen recovery) Mountainous: +20-40% consumption (going up) or -10-20% (going down with regen) ``` **Speed**: ``` Urban (30-50 km/h): Low aero drag, frequent stop/start, moderate consumption Highway (100-120 km/h): High aero drag, steady speed, moderate-high consumption Autobahn (150-180 km/h): Very high aero drag (cubic!), highest consumption Consumption vs. Speed (typical sedan): 50 km/h: 12 kWh/100km 80 km/h: 14 kWh/100km 100 km/h: 16 kWh/100km 120 km/h: 19 kWh/100km 140 km/h: 23 kWh/100km 160 km/h: 28 kWh/100km ``` ### 8.4 Range Estimation Algorithm ```python def calculate_range(battery_capacity, soc, avg_speed, ambient_temp, drive_style, terrain, hvac_use): """ Comprehensive range estimation """ # Base energy available energy_available = battery_capacity * (soc / 100) * USABLE_DOD # Base consumption from vehicle characteristics base_consumption = calculate_base_consumption(avg_speed) # Temperature adjustment temp_factor = temperature_factor(ambient_temp) # HVAC load hvac_power = calculate_hvac_power(ambient_temp, hvac_use) hvac_consumption = hvac_power / avg_speed # Driving style adjustment style_factor = { 'eco': 0.85, 'normal': 1.0, 'sport': 1.25 }[drive_style] # Terrain adjustment terrain_factor = { 'flat': 1.0, 'rolling': 1.15, 'mountainous': 1.30 }[terrain] # Total consumption total_consumption = (base_consumption * temp_factor * style_factor * terrain_factor + hvac_consumption) # Estimated range estimated_range = energy_available / total_consumption # Confidence interval uncertainty = 0.15 # ±15% range_min = estimated_range * (1 - uncertainty) range_max = estimated_range * (1 + uncertainty) return { 'range': estimated_range, 'range_min': range_min, 'range_max': range_max, 'consumption': total_consumption, 'energy_available': energy_available } ``` --- ## 9. Energy Efficiency ### 9.1 Powertrain Efficiency **Component Efficiencies**: ``` Battery discharge efficiency: 95-98% Inverter efficiency: 95-98% Motor efficiency: 90-97% Gearbox efficiency: 96-98% Differential efficiency: 97-99% Tank-to-Wheel Efficiency: 85-95% vs. ICE Vehicle: Engine efficiency: 20-30% (gasoline), 30-40% (diesel) Transmission efficiency: 85-90% Total: 17-27% (gasoline), 25-36% (diesel) EV Advantage: 3-5× more efficient! ``` ### 9.2 Energy Flow Sankey Diagram ``` 100 kWh from Battery ├─ 2 kWh: Battery internal resistance (2%) ├─ 2 kWh: Inverter losses (2%) ├─ 6 kWh: Motor losses (6%) ├─ 2 kWh: Gearbox/differential (2%) └─ 88 kWh: To wheels (88% efficiency) At wheels: ├─ 50 kWh: Aerodynamic drag (56%) ├─ 20 kWh: Rolling resistance (23%) ├─ 10 kWh: Braking (11%, partially recovered) └─ 8 kWh: Accessories (9%) Note: Distribution varies with speed - Low speed: Rolling resistance dominant - High speed: Aerodynamic drag dominant ``` ### 9.3 Efficiency Optimization Strategies **1. Motor Operating Point Optimization**: ``` - Operate motor in high-efficiency region (sweet spot) - Typical: 75-85% of rated torque, 2000-6000 RPM - Efficiency map-based control ``` **2. Regenerative Braking Maximization**: ``` - Predictive deceleration - One-pedal driving mode - Route-based optimization (GPS + map data) ``` **3. Thermal Management**: ``` - Preheat/precool while charging - Minimize HVAC power: * Seat heating instead of cabin (1/10 power) * Heat pump instead of resistive heating (1/3 power) * Smart ventilation (use outside air when possible) ``` **4. Aerodynamic Enhancements**: ``` - Active grille shutters (close when cooling not needed) - Auto-lowering suspension at high speed - Wheel covers/aero wheels - Underbody panels ``` **5. Weight Reduction**: ``` - Aluminum/carbon fiber body - Structural battery pack - Lightweight wheels ``` **6. Tire Optimization**: ``` - Low rolling resistance tires (C_rr = 0.006-0.008) - Proper inflation (under-inflation increases C_rr 10-20%) - Narrower tires (lower drag, but less grip) ``` ### 9.4 Efficiency Comparison | Vehicle Type | Tank-to-Wheel Efficiency | Well-to-Wheel Efficiency* | |--------------|-------------------------|--------------------------| | EV (Grid) | 85-95% | 30-45% (depends on grid mix) | | EV (Solar) | 85-95% | 75-85% | | ICE Gasoline | 17-27% | 12-20% | | ICE Diesel | 25-36% | 18-27% | | Hybrid | 30-40% | 22-30% | | PHEV | 40-60% | 30-45% | | Hydrogen FCV | 40-60% | 15-25% (H2 from electrolysis) | *Well-to-Wheel includes fuel production and delivery --- ## 10. Charging Systems ### 10.1 AC Charging (On-Board Charger) #### 10.1.1 Level 1 (120V, 12-16A) ``` Voltage: 120V AC Current: 12-16A Power: 1.4-1.9 kW Connector: J1772 (US), Type 2 (EU) Charging Time (75 kWh): 40-50 hours (0-100%) Use Case: Emergency, overnight (PHEV) ``` #### 10.1.2 Level 2 (240V, 16-80A) ``` Voltage: 208-240V AC (single-phase) Current: 16-80A Power: 3.3-19.2 kW Connector: J1772 (US), Type 2 (EU) Charging Time (75 kWh): 4-23 hours (0-100%) Use Cases: - Home charging (typical: 7.2 kW, 11-11 hours) - Workplace charging - Public L2 chargers - Hotel/shopping center Common Configurations: - 3.3 kW: 14A @ 240V (basic) - 7.2 kW: 30A @ 240V (most common home) - 11 kW: 48A @ 230V (3-phase, Europe) - 22 kW: 32A @ 400V (3-phase, EU, rare for vehicles) ``` **Charging Curve** (Level 2, 7.2 kW): ``` 0-80% SoC: Constant current (7.2 kW) 80-95% SoC: Transition to constant voltage 95-100% SoC: Constant voltage (power tapers to <1 kW) Time to 80%: ~7.5 hours (from empty, 75 kWh battery) Time to 100%: ~11 hours ``` ### 10.2 DC Fast Charging #### 10.2.1 Charging Standards **CCS (Combined Charging System)** - Most common globally ``` CCS1 (North America): - Connector: J1772 + 2 DC pins - Power: 50-350 kW - Voltage: 200-920V DC - Current: 200-500A - Vehicles: Most non-Tesla EVs in US CCS2 (Europe): - Connector: Type 2 + 2 DC pins - Power: 50-350 kW - Same specs as CCS1 - Vehicles: All EVs in Europe (including Tesla Model 3/Y) ``` **CHAdeMO** - Japanese standard ``` Connector: Dedicated DC connector Power: 50-400 kW (400 kW: CHAdeMO 3.0) Voltage: 50-500V (up to 1000V for v3.0) Current: 125-400A (up to 600A for v3.0) Vehicles: Nissan Leaf, older Japanese EVs Status: Declining market share outside Japan ``` **Tesla Supercharger** ``` North America (before 2024): - Connector: Proprietary Tesla connector - Power: 72-250 kW - Voltage: 50-500V - Current: 300-630A V3 Supercharger: - Power: Up to 250 kW (limited by vehicle) - Vehicles: Model 3 Performance ~250 kW, Model S/X ~200 kW V4 Supercharger (2023+): - Power: Up to 350 kW - Connector: Longer cable, CCS adapter support NACS (North American Charging Standard): - Tesla connector adopted as SAE J3400 - Ford, GM, Rivian, etc. adopting for 2025+ vehicles ``` **GB/T** - Chinese standard ``` Connector: GB/T DC connector Power: 37.5-237.5 kW (up to 900 kW proposed) Voltage: 200-750V Current: 80-250A (up to 600A proposed) Vehicles: All EVs sold in China ``` #### 10.2.2 Charging Power Levels ``` Level 3 / DC Fast: - 50 kW: Early DC fast chargers, ~45 min (10-80%) - 100 kW: Common public chargers, ~30 min (10-80%) - 150 kW: Modern highway chargers, ~25 min (10-80%) - 250 kW: Tesla V3, Ionity, ~18 min (10-80%) - 350 kW: Ultra-fast chargers, ~15 min (10-80%, if vehicle supports) Note: Actual charging time depends on: 1. Battery capacity 2. Battery chemistry and thermal management 3. Current SoC 4. Battery temperature 5. Charger power vs. vehicle acceptance rate ``` #### 10.2.3 Charging Curve **Typical DC Fast Charging Profile**: ``` Phase 1: Preconditioning (if needed) - If battery too cold (<15°C) or hot (>45°C) - Active heating/cooling to optimal range (20-35°C) - Power limited (e.g., 50 kW) during preconditioning - Duration: 5-15 min Phase 2: Constant Power / Constant Current (0-50% SoC) - Maximum power delivery - Limited by: min(Charger_Power, Battery_Power, Cable_Current) - Example: 150 kW charger, battery accepts 175 kW → 150 kW - Duration: 10-15 min Phase 3: Power Ramp (50-80% SoC) - Power gradually reduces to protect battery - Voltage approaches maximum (e.g., 410V for 400V system) - Transition to constant voltage - Duration: 10-15 min Phase 4: Constant Voltage (80-100% SoC) - Voltage held constant at maximum - Current (and power) decrease exponentially - Battery balancing occurs - Very slow above 90% SoC - Duration: 15-30 min (80-100%) Recommendation: Charge to 80% for fastest charging, stop at 90% for optimal time/energy ``` **Charging Power vs. SoC** (Example: 800V vehicle, 350 kW charger): ``` SoC Power Voltage Current Duration 0-10% 50 kW 320V 156A ~6 min (precondition) 10-40% 300 kW 400V 750A ~8 min 40-60% 270 kW 450V 600A ~6 min 60-75% 200 kW 500V 400A ~6 min 75-80% 150 kW 520V 288A ~3 min 80-90% 75 kW 540V 139A ~8 min 90-100% 25 kW 550V 45A ~20 min 10-80%: ~29 minutes 10-100%: ~57 minutes ``` ### 10.3 Charging Infrastructure #### 10.3.1 Communication Protocols **ISO 15118** (Plug & Charge): ``` Features: - Automatic authentication (no RFID card needed) - Dynamic pricing - Bidirectional communication (V2G ready) - Encrypted communication - Smart charging (load management) Adoption: CCS and Tesla (in some regions) ``` **OCPP** (Open Charge Point Protocol): ``` Purpose: Charger ↔ Network communication Features: - Remote monitoring - Firmware updates - Load balancing - Transaction management - Widely adopted for network management ``` #### 10.3.2 Smart Charging **Load Management**: ``` Dynamic load balancing across multiple charging points Example: 100 kW total capacity, 4 vehicles: - If 1 vehicle: 100 kW - If 2 vehicles: 50 kW each - If 4 vehicles: 25 kW each ``` **Time-of-Use Optimization**: ``` Charge when electricity is cheap (off-peak) Typical: Night (9 PM - 7 AM) at 50-70% of peak price Smart: Delay charging or modulate power based on grid signal ``` **V2G (Vehicle-to-Grid)**: ``` Bidirectional charging: Vehicle can discharge to grid Applications: - Grid stabilization (frequency regulation) - Peak shaving (reduce demand during high-price periods) - Backup power - Renewable integration (solar/wind buffering) Revenue potential: $500-1500/year per vehicle (varies by market) Battery degradation: Minimal if managed properly (<2% extra degradation) ``` ### 10.4 Wireless Charging (WPT) **Technology**: Inductive coupling (magnetic resonance) **Efficiency**: 85-93% (vs. 95-98% for wired) **Power Levels**: ``` Level 1 (≤3.7 kW): Residential (SAE J2954) Level 2 (3.7-11 kW): Commercial, public Level 3 (>11 kW): Rapid wireless (in development) ``` **Alignment Tolerance**: ±10-15 cm (modern systems) **Advantages**: - Convenience (no plug) - Automatic charging - Weather-proof - Suitable for autonomous vehicles **Disadvantages**: - Lower efficiency - Higher cost - Requires precise alignment - Foreign object detection needed **Status**: Limited commercial deployment (BMW, Genesis) --- ## Annex E — Implementation Notes for PHASE-3-PROTOCOL The following implementation notes document field experience from pilot deployments and are non-normative. They are republished here so that early adopters can read them in context with the rest of PHASE-3-PROTOCOL. - **Operational scope** — implementations SHOULD declare their operational scope (single-tenant, multi-tenant, federated) in the OpenAPI document so that downstream auditors can score the deployment against the correct conformance tier in Annex A. - **Schema evolution** — additive changes (new optional fields, new error codes) are non-breaking; renaming or removing fields, even in error payloads, MUST trigger a minor version bump. - **Audit retention** — a 7-year retention window is sufficient to satisfy ISO/IEC 17065:2012 audit expectations in most jurisdictions; some regulators require longer retention, in which case the deployment policy MUST extend the retention window rather than relying on this PHASE's defaults. - **Time synchronization** — sub-second deadlines depend on synchronized clocks. NTPv4 with stratum-2 servers is sufficient for most deadlines expressed in this PHASE; PTP is recommended for sites that require deterministic interlocks. - **Error budget reporting** — implementations SHOULD publish a monthly error-budget summary (latency p95, error rate, violation hours) in the format defined by the WIA reporting profile to facilitate cross-vendor comparison without exposing tenant-specific data. These notes are not requirements; they are a reference for field teams mapping their existing operations onto WIA conformance. ## Annex F — Adoption Roadmap The adoption roadmap for this PHASE document is non-normative and is intended to set expectations for early implementers about the relative stability of each section. - **Stable** (sections marked normative with `MUST` / `MUST NOT`) — semantic versioning applies; breaking changes require a major version bump and at minimum 90 days of overlap with the prior major version on all WIA-published reference implementations. - **Provisional** (sections in this Annex and Annex D) — items are tracked openly and may be promoted to normative status without a major version bump if community feedback supports promotion. - **Reference** (test vectors, simulator behaviour, the reference TypeScript SDK) — versioned independently of this document so that mistakes in reference material can be corrected without amending the published PHASE document. Implementers SHOULD subscribe to the WIA Standards GitHub release notifications to track promotions between these tiers. Comments on the roadmap are accepted via the GitHub issues tracker on the WIA-Official organization. The roadmap is reviewed at every minor version of this PHASE document, and the review outcomes are recorded in the version-history table at the start of the document. ## Annex G — Test Vectors and Conformance Evidence This annex describes how implementations capture and publish conformance evidence for PHASE-3-PROTOCOL. The procedure is non-normative; it standardizes the shape of evidence so that auditors and downstream integrators can compare implementations without re-running the full test matrix. - **Test vectors** — every normative requirement in this PHASE has at least one positive vector and one negative vector under `tests/phase-vectors/phase-3-protocol/`. Implementations claiming conformance MUST run all vectors in CI and publish the resulting pass/fail matrix in their compliance package. - **Evidence package** — the compliance package is a tarball containing the SBOM (CycloneDX 1.5 or SPDX 2.3), the OpenAPI document, the test vector matrix, and a signed manifest. Signatures use Sigstore (DSSE envelope, Rekor transparency log entry) so that downstream consumers can verify provenance without trusting a private CA. - **Quarterly recheck** — implementations re-publish the evidence package every quarter even if no source change occurred, so that consumers can detect environmental drift (compiler updates, dependency updates, OS updates) without polling vendor changelogs. - **Cross-vendor crosswalk** — the WIA Standards working group maintains a crosswalk that maps each vector to the equivalent assertion in adjacent industry programs (where one exists), so an implementer that already certifies under one program can show conformance to PHASE-3-PROTOCOL with reduced incremental effort. - **Negative-result reporting** — vendors MUST report negative results with the same fidelity as positive ones. A test that is skipped without recorded justification is treated by auditors as a failure. These conventions are intended to make conformance evidence portable and machine-readable so that adoption of PHASE-3-PROTOCOL does not require bespoke auditor tooling. ## Annex H — Versioning and Deprecation Policy This annex codifies the versioning and deprecation policy for PHASE-3-PROTOCOL. It is non-normative; the rules below describe the policy that the WIA Standards working group commits to when amending this PHASE document. - **Semantic versioning** — major / minor / patch components follow Semantic Versioning 2.0.0 (https://semver.org/spec/v2.0.0.html). Major bump indicates a backwards-incompatible change to a normative requirement; minor bump indicates new normative requirements that do not break existing implementations; patch bump indicates editorial changes only (clarifications, typo fixes, formatting). - **Deprecation window** — when a normative requirement is removed or altered in a backwards-incompatible way, the prior major version is maintained in parallel for at least 180 days. During the parallel window, both major versions are marked Stable in the WIA Standards registry and either may be cited as "WIA-conformant". - **Sunset notification** — deprecated major versions enter a 12-month sunset window during which the WIA registry marks the version as Deprecated. The deprecation entry includes a migration note pointing to the replacement requirement(s) and an explanation of why the change was made. - **Editorial errata** — patch-level errata are issued without a deprecation window because they do not change normative behaviour. Errata are tracked in a public errata register and each entry is signed by the WIA Standards working group chair. - **Implementation changelog mapping** — implementations SHOULD publish a changelog mapping each PHASE version they support to the specific build, container digest, or SDK version that satisfies the version. This allows downstream auditors to verify version conformance without re-running the entire test matrix on every release. The policy is reviewed at the same cadence as the PHASE document and any changes to the policy itself are tracked in the version-history table at the start of the document. ## Annex I — Interoperability Profiles This annex describes how implementations declare interoperability profiles for PHASE-3-PROTOCOL. The profile mechanism is non-normative and exists so that deployments of varying scope (single tenant, regional cluster, federated network) can advertise the subset of normative requirements they satisfy without misrepresenting partial conformance as full conformance. - **Profile manifest** — every implementation publishes a profile manifest in JSON. The manifest enumerates the normative requirement IDs from this PHASE that are satisfied (`status: "supported"`), partially satisfied (`status: "partial"`, with a reason field), or excluded (`status: "excluded"`, with a justification). The manifest is signed using the same Sigstore key used for the SBOM in Annex G. - **Federation profile** — federated deployments publish an aggregated manifest summarizing the union and intersection of member-implementation profiles. The aggregated manifest is consumed by directory services so that callers can route a request to the least common denominator profile required for an interaction. - **Backwards-profile compatibility** — when a deployment migrates from one profile to a wider profile, the prior profile manifest remains valid and signed for the deprecation window defined in Annex H. This preserves audit traceability for auditors evaluating long-term interoperability. - **Profile registry** — the WIA Standards working group maintains a public registry of named profiles. Common deployment shapes (e.g., "Edge-only", "Federated-with-replay") are added to the registry by consensus. Registry entries are immutable; new shapes are added under new names rather than amending existing entries. - **Profile versioning** — profile names are versioned with the same Semantic Versioning rules described in Annex H. A deployment that advertises `WIA-P3-PROTOCOL-Edge-only/2` is asserting conformance with the second major version of the named profile, not the second deployment of an unversioned profile. The profile mechanism is intentionally lightweight; it is meant to make real deployment shapes visible without forcing every deployment to satisfy every normative requirement. ## Annex J — Reference Implementation Topology The reference implementation topology described in this annex is non-normative; it documents the deployment shape that the WIA Standards working group used to validate the test vectors in Annex G and is intended as a starting point, not a recommendation against alternative topologies. - **Single-tenant edge** — one runtime per organization, no shared state. Used for early-pilot deployments where conformance evidence is published manually. Sufficient for PHASE-3-PROTOCOL validation when the organization signs the manifest itself. - **Multi-tenant gateway** — one shared runtime serves multiple tenants via header-based isolation. Typically backed by a rate-limited gateway (Envoy or NGINX) and a shared OAuth 2.1 identity provider. The manifest is per-tenant; the runtime publishes a federation manifest that aggregates tenant manifests. - **Federated mesh** — multiple runtimes peer to one another and publish their manifests to a directory service. Each peer signs its own manifest; the directory service signs the aggregated index. This is the topology used by cross-organization deployments that need to compose conformance. - **Air-gapped batch** — no network connection between the runtime and the directory service. The runtime emits a signed evidence package on each batch and the operator transports the package via out-of-band channels. This is the topology used by regulators that prohibit live connectivity from sensitive environments. Implementations declare their topology in the manifest (see Annex I). A topology change MUST be reflected in a new manifest signature; the prior topology's manifest remains valid for the deprecation window described in Annex H to preserve audit traceability.