EVs are the way of the future, and understanding their charging connectors is key for EV owners to get maximum efficiency out of their vehicles. This article will provide comprehensive explanations about these EV connectors varying types including design, compatibility details, and more! Get an in-depth look at how different connector styles depend on what region you’re driving around so hop aboard this exciting journey into a world of efficient electric vehicle charging connectors today!
There are regional and model-specific variations in the standard for EV charging connectors or EV charging plugs. Whereas there is debate about universal plug technology, the Combined Charging System (CCS) is supported by a significant number of international manufacturers in the United States and Europe, while Japan and its manufacturers utilize CHAdeMO, and China, which is the largest market for electric vehicles, employs GB/T. There are also several power levels accessible in each location, depending on the type of EV charging connector. Let’s quickly explore the various types of EV charging connectors.
The SAE J1772 connector, commonly referred to as a Type 1 connector, is a charging standard for electric vehicles prevalent in North America and Japan. It boasts of five pins and has the capacity to charge up to 80 amps using 240 volts input, with a maximum power output of an impressive rate. This charging solution is suitable for Level 1 and Level 2 EV chargers that rely on single-phase AC charging. However, the Type 1 connector lacks an automatic locking mechanism, which makes it less secure than the Type 2 connector used in Europe.
The Mennekes connector, also referred to as the Type 2 connector, is a popular charging standard in Europe. This connector has seven pins and can charge up to 32 amps with 400 volts input, providing a maximum power output of 22 kW. It is capable of supporting both single-phase and three-phase AC charging for Level 2 chargers. One of its distinguishing features is the automatic locking mechanism, whereby the connector locks into place automatically when connected to the EV for charging. This feature ensures that the charging cable is not accidentally disconnected during the charging process, improving safety and convenience.
output of 360 kW, making it one of the fastest charging options available. The CCS Type 1 connector is an improvement of the J1772 standard, as it adds two high-speed DC charging pins to the J1772 Type 1 plug, allowing for faster charging. This connector is commonly used in North America and is compatible with most Level 2 and DC fast charging stations. With the ability to deliver high power at a fast rate, the CCS Type 1 connector is a popular choice for EV owners looking to charge their vehicles quickly and efficiently.
The CCS Type 2 connector is the primary DC fast charging standard used in Europe, and it’s rapidly gaining popularity in other regions as well. This connector combines the Mennekes Type 2 plug with two additional high-speed charging pins, allowing for faster charging times and greater convenience. With the ability to provide up to 500 amps and 1000 volts DC, a CCS 2 charger can deliver a maximum power output of 360 kW, making it one of the most powerful and efficient charging options available for electric vehicles. The CCS Type 2 connector is designed for use with Level 2 and Level 3 chargers, making it suitable for a wide range of electric vehicle models.
The CHAdeMO connector is a DC fast-charging standard that was initially developed by Japanese automakers and released before CCS. It can charge EVs up to 400 amps, providing a maximum power output of 400 kW. The CHAdeMO protocol is not as universal or widespread as CCS, but ongoing development is taking place to enable even faster charging. However, with Japanese automakers adapting models to CCS connectors for North American and European markets, we may see fewer CHAdeMO chargers in markets outside of Japan in the future.
The GB/T connectors are the national standards for EV charging in China, with separate versions for AC and DC charging. The AC connector can deliver up to 7.4 kW of power output, while the DC connector is capable of delivering up to 237.5 kW. The GB/T DC connector is currently the only fast charging protocol used in China, with plans to develop a next-generation connector in partnership with CHAdeMO to achieve 900 kW output power. Despite the incompatibility with the European Mennekes plug, the GB/T AC connector’s appearance is similar.
Tesla connectors vary depending on the region and model. In North America, Tesla uses its proprietary NACS connector, which can deliver up to 250 kW and is only compatible with Teslas. In Europe and most parts of the world, Tesla Model 3 and Y use a CCS Type 2 connector, while Model S and X use a modified Type 2 plug with notches to prevent non-Tesla sockets. However, Tesla recently made its EV charging connector available to other EV manufacturers to promote EV adoption and charging infrastructure development.
EV owners should be aware that not all electric vehicles adhere to the industry standards of J1772 (Type 1) and CCS Combo 1 connectors. For example, Tesla cars are only compatible with their proprietary charging plug that connects exclusively to their own network.
J1772 (Wired):
North American electric vehicle drivers can rely on the Society of Automotive Engineers (SAE) International for their EV charging connector standard. The J1772 (Type 1) is the most common, offering Level 1 and 2 charging capabilities that are compatible with many EVs sold in North America. Tesla provides a compatible adapter for the J1772 connector.
Also Read: Electric Vehicles Benefits
J2954 (Wireless):
SAE International leads the charge in introducing a new, revolutionary standard for electric vehicle charging: SAE J2954. This landmark technology provides three classes of power transfer - WPT 1 (maximum 3.7 kW), WPT 2 (maximum 7.7 kW) and WPT3 at an impressive 11kW level – making it comparable to medium-speed wired counterparts such as SAE J1772 system. For heavy duty vehicles capable of housing larger induction plates, even more powerful technologies are being introduced under the banner “J2954/2” with capabilities up to 500 kW.
Level 1, Level 2, and Level 3 are the different EV charging levels. Since more electricity is provided to the car at higher charging levels, the charging process moves along more quickly. Due to the fact that each EV may take a range of power levels from the charger, various EVs charge at varying rates on each level.
Before the charger is turned on when an electric car is plugged in, there is a communication procedure. In essence, the vehicle checks with the charger how much power it can supply before requesting the maximum amount the station is capable of delivering. You don’t need to be concerned about using a charging station that can supply more electricity than your electric vehicle can manage.
By connecting the charging apparatus to a standard wall socket, any electric car or plug-in hybrid may be recharged on Level 1 at any time. An EV can add between 3 and 5 range miles per hour at Level 1, which is the slowest charging level. Level 2 charging works better for the everyday charging needs of the majority of BEV owners.
For use with a Level 1 charger, the wire that came with your EV is an excellent option. Level 1 adapters are simple to use, affordable, and dependable. Drivers’ demands may be satisfied by a Level 1 charger for a single-family residence. Charge rates for level 1 chargers range from 4-5 miles per hour. They function best when a driver can regularly plug in and leave the car to recharge overnight. Your new car’s components will work with any Level 1 charger.
Also Read: How long does it take to charge an ev
The equipment and cables needed for Level 2 chargers differ from those needed for Level 1 chargers. For Level 2 charging, all-electric cars in North America utilize the J1772 plug.
CHAdeMO
SAE Combo (CCS)
Also Read: DC Fast Charging for EV
Alternating current, often known as “destination charging,” and direct current are the two charging standards. These two fundamental ideas are important to keep in mind:
Using the EV’s internal charger, the current is either changed from alternating (AC) to direct (DC) and then filled into the EV battery, based on the charger type. Or, without the use of an onboard charger, the batteries will simply be recharged using direct current at the DC charging station.
Public charging facilities and household chargers frequently use AC. The onboard charger (OC) capacity and charging station power both affect how quickly batteries charge.
Simply put, an EV battery cannot charge faster than it can support. Even if the charging point’s power is greater than the OC capacity in this instance, your EV won’t charge any quicker since the OC capacity has set restrictions.
Electric cars typically use 7 kW of batteries, while AC charging may accommodate up to 22 kW of charging power.
Although 150 and 300-kW fast (rapid) chargers are also being deployed, 50-kW superchargers are the most prevalent.
Both the power of the charging station and the capacity of the EV’s charging socket determines the battery’s performance in DC chargers.
All electric vehicles utilize the connection plug that is accepted as normal in their respective industries for level 1 and level 2 charging. Tesla offers a private infrastructure of Supercharger locations that are solely accessible to Tesla automobiles. In order to utilize Tesla Level 1 or Level 2 charging stations, non-Tesla electric cars must have an adaptor, which may be acquired from a third-party seller. No adaptor will function on these stations for DC rapid charging due to the verification procedure.
There are mobile applications that identify every EV charging station that is open to the public and describe the connection or socket type. The industry-standard connection that your EV utilizes will be included with every piece of charging equipment available in your market. It will be the J1772 in North America and the Type 2 in Europe.
Also Read: Best Electric Vehicle Charging Apps
1. What does a connection in an EV charger do?
By attaching the electric battery to an exterior socket, it may be recharged. EV Charging Connectors are the terminal connections that are linked to the electric car and the charging cable, respectively, to enable charging.
2. What kind of cable is used to charge EVs?
Currently, mode 3 cables are the most widely utilized for recharging an electric vehicle globally. This kind of charging connection links your automobile to an electric vehicle charging station, which may be located in buildings such as offices, residences, and public and commercial parking lots.
3. Why are there two cords on EV chargers?
These cables connect to your EV on one end and a regular domestic outlet on the other. The cable is equipped with an in-cable control and protection device (IC-CPD), which is in charge of controlling and communicating with the EV while also protecting the regular wall plug.
It’s crucial to understand the distinctions between these different kinds of electric vehicle connectors, regardless of the type of EV you drive. The quantity of electricity that each plug can deliver varies depending on the cars it is compatible with.
IEC 62196 Plugs, socket-outlets, vehicle connectors and vehicle inlets – Conductive charging of electric vehicles is a series of international standards that define requirements and tests for plugs, socket-outlets, vehicle connectors and vehicle inlets for conductive charging of electric vehicles and is maintained by the technical subcommittee SC 23H “Plugs, Socket-outlets and Couplers for industrial and similar applications, and for Electric Vehicles” of the International Electrotechnical Commission (IEC).
Plugs, socket-outlets, vehicle connectors and vehicle inlets according to this series of standards are used in EV supply equipment according to IEC 61851 series or IEC 62752 and in electric vehicles according to ISO 17409 or ISO 18246.
Most plugs, socket-outlets, vehicle connectors and vehicle inlets according to this series of standards provide additional contacts that support specific functions that are relevant for charging of electric vehicles, e.g. power is not supplied unless a vehicle is connected and the vehicle is immobilized while still connected.
Several parts of this series of standards have been published as European standards (EN 62196 series) which in turn have been published as British standards (BS EN 62196 series). Similar requirements are contained in SAE J1772 which is widely applied in the US.
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The following parts of IEC 62196 series have been published:
Additional parts of IEC 62196 are under preparation (as of September 2021):[5]
IEC 62196-1
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IEC 62196-1 provides a general description of the interface between an electric vehicle and a charging station as well as general mechanical and electrical requirements and tests for plugs, socket-outlets, vehicle connectors and vehicle inlets that are intended to be used for EV charging. It does not describe specific designs, which can be found in the other parts of the standard.
History
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The first edition, IEC 62196-1:2003,[6] was published in 2003. This edition was applicable to plugs, socket-outlets, connectors, inlets and cable assemblies for AC and DC charging of electric vehicles with rated voltages and rated currents as follows:
Typical connectors and inlets that were built according to this edition of the standard used spring-loaded butt contacts and were made by Avcon and Maréchal Electric.
The second edition, IEC 62196-1:2011,[7] was published in 2011. One significant change was the increase of the maximum voltage of connectors, inlets and cable assemblies for DC charging to 1500 V. The development of this edition was coordinated with the first edition of IEC 62196-2, which describes several configurations of pin-and-sleeve contacts for AC charging.
The third edition, IEC 62196-1:2014, was published in 2014. One significant addition was the general description of a “combined interface” as used by the Combined Charging System. The development of this edition was coordinated with the first edition of IEC 62196-3, which describes connectors and inlets for DC charging.
The fourth edition, IEC 62196-1:2022,[8] was published in 2022. This edition includes additional requirements for contact materials and plating, makes changes to the temperature rise test to include additional points of measurement, and includes additional tests for accessories to address thermal stresses and stability, mechanical wear and abuse, and exposure to contaminants. Rated AC and DC voltages and currents in IEC 62196-1:2022 are as follows:
IEC 62196-2
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IEC 62196-2 extends IEC 62196-1 and describes specific designs of plugs, socket-outlets, vehicle connectors and vehicle inlets that are intended to be used for AC charging of electric vehicles in the modes 1, 2 and 3 as described by IEC 61851-1. The specific designs are grouped into three configurations.
The designs are described with sufficient detail to allow compatibility between products of different manufacturers.
Configurations
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IEC 62196-2 describes three different designs (Types 1, 2, and 3) with different configurations and dimensions which support:
Each design includes male and female connectors, generally arranged as
The EVSE may be a tethered station, in which case the cable is permanently attached and only the latter two interfaces are relevant. In Europe, untethered stations may be offered, where the cable is detachable and all four interfaces are present.
In India, "low-power" vehicles with traction battery voltages less than 100 V DC use the Bharat EV Charger standards. For AC charging (230 V, 15 A / 10 kW maximum), the Bharat EV Charger AC-001 standard endorses the IEC 60309 three-pin connector. For DC charging (48–72+ V, 200 A / 15 kW maximum), the corresponding Bharat EV Charger DC-001 standard endorses the same connector used in China (GB/T 20234.3).
For high-power vehicles, India has largely adopted global standards: IEC 62196 Type 2 connector for AC charging (≥22 kW) and CHAdeMO and CCS Combo 2 for DC charging (≥50 kW).
Although GB/T 20234.2 is physically capable of supporting three-phase power, the standard does not include its use.
Type 1
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Type 1 connectorThis configuration consists of a vehicle coupler (vehicle connector and vehicle inlet).
Because the original design was made by the manufacturer Yazaki and first published in SAE J1772, it is colloquially known as the Yazaki connector or J1772 connector.
It features a round housing, which has a notch on the vehicle inlet for proper orientation, with five pin-and-sleeve contacts for two AC conductors, a protective conductor and two signal pins that are used for the control pilot function (according to IEC 61851-1 Annex A) and for proximity detection (using an auxiliary switch and no current coding, according to IEC 61851-1 Annex B). When inserted into the vehicle inlet, the connector is held in place by a mechanical latch, which is part of the connector.
IEC 62196-2 describes this configuration with an operating current up to 32 A, allowing a maximum current of 80 A only for applications in the US, where this higher operating current is also described by SAE J1772.
This configuration only supports single-phase charging. It is widely used in the US and Japan.
Type 2
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Type 2 connectorThis configuration consists of a plug and socket-outlet that support charging in mode 3, as described in IEC 61851-1, and a vehicle coupler, consisting of vehicle connector and vehicle inlet, that supports charging in modes 2 and 3. (Within this configuration, IEC 62196-2 additionally describes a connector for mode 1 and an inlet for all modes 1, 2 and 3, but these are not used.)
Because the original design was made by the manufacturer Mennekes, it is colloquially known as the Mennekes connector. It features a round housing, which is flattened on one side for proper orientation, with up to seven pin-and-sleeve contacts for up to four AC conductors, a protective conductor and two signal pins that are used for the control pilot function (according to IEC 61851-1 Annex A) and for simultaneous proximity detection and current coding (according to IEC 61851-1 Annex B). By design, the contacts can not be touched by the standardized test finger. Since the second edition of the standard, additional touch protection of the contacts can optionally be provided by shutters. When inserted into the inlet, the connector is held in place by the locking mechanism, which is attached to the inlet. The same concept is used by the socket-outlet to hold the plug in place.
IEC 62196-2 describes this configuration with operating currents up to 63 A, allowing a maximum current of 70 A only for single-phase applications.
Configuration type 2 differs from the first proposal by Mennekes that was presented in the German standard VDE-AR-E 2623-2-2 that was published in 2009 and withdrawn in 2012, when the German version of IEC 62196-2:2011 became available. Pins and sleeves were swapped between the inlet and the connector and the dimensions were slightly changed.
Another similar but different design is described by the Chinese standard GB/T 20234.2.
Within the European Union, regulation requires all public AC charging stations to be equipped with a type 2 socket-outlet or a type 2 connector.
Type 3
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Types 3A and 3C (Scame), viewed facing socket-outlet.This configuration generally consists of a socket-outlet and plug.
Because the original design was made by the manufacturer Scame, it is colloquially known as the Scame connector. Typically, Type 3C is encountered on charging infrastructure (but not vehicles) because it provides a shutter to prevent touching the contacts, which is a requirement for publicly-accessible EVSE in 12 European countries.[12]: 8, 10, 12
It features an oval housing, which is flattened on two sides for proper orientation, with up to seven pin-and-sleeve contacts for up to four AC conductors, a protective earth conductor and one or two signal pins that are used for simultaneous proximity detection and current coding (according to IEC 61851-1 Annex B) and, where present, for the control pilot function (according to IEC 61851-1 Annex A). When inserted into the vehicle inlet, a lug on the connector is held in place by the cap covering the vehicle inlet, similar to the mating of IP44 IEC 60309 connectors. The same concept is used by the socket-outlet to hold the plug in place.
History
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The first edition, IEC 62196-2:2011,[13] was published in 2011.
The second edition, IEC 62196-2:2016, was published in 2016. The most significant change was the introduction of optional shutters for configuration type 2.
IEC 62196-3
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IEC 62196-3 extends IEC 62196-1 and describes specific designs of vehicle connectors and vehicle inlets that are intended to be used for DC charging of electric vehicles in mode 4 as described by IEC 61851-1 and IEC 61851-23. The specific designs are grouped into several configurations.
The designs are described with sufficient detail to allow compatibility between products of different manufacturers.
The first edition, IEC 62196-3:2014, was published in 2014.
Configurations
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All configurations consist of a connector and inlet.
Configurations with the letters CC and DD were discussed during the work on the document but are not specified in the published version of IEC 62196-3:2014.
AA
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CHAdeMO connectorConfiguration AA is colloquially known as the “Chademo connector”, because it was designed and is used by the Chademo organisation. The original design was first published in the Japanese standard JEVS G105-1993.
This coupler is intended to be used with DC charging stations that implement System A according to IEC 61851-23 and CAN-communication according to IEC 61851-24 Annex A. It is mostly used in Japan and in countries with many electric vehicles that were designed in Japan.
BB
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Configuration BB is intended to be used with DC charging stations that implement System B according to IEC 61851-23 and CAN communication according to IEC 61851-24 Annex B. It is mostly used in China, where the same technical solution is described by the standard GB/T 20234.3.
CC DD
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Configuration CC and DD are reserved for future use.
EE
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A CCS1 (Combined Charging Standard 1) DC charging connector, which is used in North America. It is an extension of the J1772 standard AC charging connector.Configuration EE is colloquially known as the “CCS1 connector” or “Combo1 connector”, because it is used within the Combined Charging System and extends the type 1 coupler.
Configuration EE is intended to be used with DC charging stations that implement System C according to IEC 61851-23 and PLC communication according to IEC 61851-24 Annex C and ISO 15118-3. It is mostly used in the US, where the same technical solution is described by the standard SAE J1772.
FF
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CCS2 / Combo2 connectorConfiguration FF is colloquially known as the “CCS2 connector” or “Combo2 connector”, because it is used within the Combined Charging System and extends the type 2 coupler.
Configuration FF is intended to be used with DC charging stations that implement System C according to IEC 61851-23 and PLC communication according to IEC 61851-24 Annex C and ISO 15118-3.
It is a global standard. Within the European Union, regulation requires all public DC charging stations to be equipped with a configuration FF connector. It is also used in India.
IEC TS 62196-3-1
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This IEC technical specification describes how vehicle connectors and vehicle inlets according to IEC 62196-3 can be used with cables with quite small conductor cross section if thermal management is applied. Thermal management uses thermal sensors and adjusts the current to limit the temperature rise of the cable assembly.
The first edition, IEC TS 62196-3-1:2020, was published in 2020.
IEC TS 62196-4
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This IEC technical specification extends IEC 62196-1 and describes specific designs of plugs, socket-outlets, vehicle connectors and vehicle inlets that are intended to be used for DC charging through circuits specified in IEC 61851–3 series, where protection against electric shock is ensured by double or reinforced insulation. The maximum operating voltage is 120 V at a nominal current of up to 60 A. One typical application are light electric vehicles. This standard was published in 2022.[14]
IEC 62196-6
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This IEC technical specification will extend IEC 62196-1 and describe specific designs of plugs, socket-outlets, vehicle connectors and vehicle inlets that are intended to be used for DC charging through circuits that will be specified in IEC 61851-25, where protection against electric shock is ensured by electrical separation. The maximum operating voltage is 120 V at a nominal current of up to 100 A. One typical application will be light electric vehicles. This standard was published in 2022.[15]
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