EVCS Connector Type
Common connectors include Type 1 (Yazaki), Type 2 (Mennekes), Type 3 (Scame), CCS Combo 1 and 2, CHAdeMO, and Tesla.[22][23] Many standard plug types are defined in IEC 62196-2 (for AC supplied power) and 62196-3 (for DC supplied power):
- Type 1: single-phase AC vehicle coupler – SAE J1772/2009 automotive plug specifications
- Type 2: single- and three-phase AC vehicle coupler – VDE-AR-E 2623-2-2, SAE J3068, and GB/T 20234.2 plug specifications
- Type 3: single- and three-phase AC vehicle coupler equipped with safety shutters – EV Plug Alliance proposal
- Type 4: DC fast charge couplers
CCS DC charging requires Powerline Communications (PLC). Two connectors are added at the bottom of Type 1 or Type 2 vehicle inlets and charging plugs to supply DC current. These are commonly known as Combo 1 or Combo 2 connectors. The choice of style inlets is normally standardized on a per-country basis so that public chargers do not need to fit cables with both variants. Generally, North America uses Combo 1 style vehicle inlets, while most of the rest of the world uses Combo 2.
The CHAdeMO standard is favored by Nissan, Mitsubishi, and Toyota, while the SAE J1772 Combo standard is backed by GM, Ford, Volkswagen, BMW, and Hyundai. Both systems charge to 80% in approximately 20 minutes, but the two systems are completely incompatible. Richard Martin, editorial director for clean technology marketing and consultant firm Navigant Research, stated:
Historical connectors[edit]
In the United States, many of the EVs first marketed in the late 1990s and early 2000s such as the GM EV1, Ford Ranger EV, and Chevrolet S-10 EV preferred the use of Level 2 (single-phase AC) EVSE, as defined under NEC-1999, to maintain acceptable charging speed. These EVSE were fitted with either an inductive connector (Magne Charge) or a conductive connector (generally Avcon). Proponents of the inductive system were GM, Nissan, and Toyota; DaimlerChrysler, Ford, and Honda backed the conductive system.[4]: 10–11
Magne Charge paddles were available in two different sizes: an older, larger paddle (used for the EV1 and S-10 EV) and a newer, smaller paddle (used for the first-generation Toyota RAV4 EV, but backwards compatible with large-paddle vehicles through an adapter).[25] The larger paddle (introduced in 1994) was required to accommodate a liquid-cooled vehicle inlet charge port; the smaller paddle (introduced in 2000) interfaced with an air-cooled inlet instead.[26][27]: 23 SAE J1773, which described the technical requirements for inductive paddle coupling, was first issued in January 1995, with another revision issued in November 1999.[27]: 26
The influential California Air Resources Board adopted the conductive connector as its standard on 28 June 2001, based on lower costs and durability,[28] and the Magne Charge paddle was discontinued by the following March.[29] Three conductive connectors existed at the time, named according to their manufacturers: Avcon (aka butt-and-pin, used by Ford, Solectria, and Honda); Yazaki (aka pin-and-sleeve, on the RAV4 EV); and ODU (used by DaimlerChrysler).[27]: 22 The Avcon butt-and-pin connector supported Level 2 and Level 3 (DC) charging and was described in the appendix of the first version (1996) of the SAE J1772 recommended practice; the 2001 version moved the connector description into the body of the practice, making it the de facto standard for the United States.[27]: 25 [30] IWC recommended the Avcon butt connector for North America,[27]: 22 based on environmental and durability testing.[31] As implemented, the Avcon connector used four contacts for Level 2 (L1, L2, Pilot, Ground) and added five more (three for serial communications, and two for DC power) for Level 3 (L1, L2, Pilot, Com1, Com2, Ground, Clean Data ground, DC+, DC-).[32] By 2009, J1772 had instead adopted the round pin-and-sleeve (Yazaki) connector as its standard implementation, and the rectangular Avcon butt connector was rendered obsolete.[33]
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