Electric Car Chargers - EV Charging Stations
Charging station and vehicle terminology
A charging station, also known as a charge point or electric vehicle supply equipment (EVSE), is a power supply device that supplies electrical power for recharging plug-in electric vehicles (including battery electric vehicles, electric trucks, electric buses, neighborhood electric vehicles and plug-in hybrid vehicles).
There are two main types of EV chargers: Alternating current (AC) charging stations and direct current (DC) charging stations. Electric vehicle batteries can only be charged by direct current electricity, while most mains electricity is delivered from the power grid as alternating current. For this reason, most electric vehicles have a built-in AC-to-DC converter commonly known as the "onboard charger". At an AC charging station, AC power from the grid is supplied to this onboard charger, which converts it into DC power to then recharge the battery. DC chargers facilitate higher power charging (which requires much larger AC-to-DC converters) by building the converter into the charging station instead of the vehicle to avoid size and weight restrictions. The station then supplies DC power to the vehicle directly, bypassing the onboard converter. Most modern electric car models can accept both AC and DC power.
Charging stations provide connectors that conform to a variety of international standards. DC charging stations are commonly equipped with multiple connectors to be able to charge a wide variety of vehicles that utilize competing standards.
Public charging stations are typically found street-side or at retail shopping centers, government facilities, and other parking areas. Private charging stations are typically found at residences, workplaces, and hotels.
Charging stations, also known as EV charge ports, are starting to become increasingly available at gas stations and at other designated locations, including parking areas and many other public places. Most of these charging stations provide free charging for electric vehicles. Even restaurants and other businesses have started offering their customers EV charging.
Standards
Multiple standards have been established for charging technology to enable interoperability across vendors. Standards are available for nomenclature, power, and connectors. Notably, Tesla has developed proprietary technology in these areas, and built its charging networking starting in 2012.
Nomenclature
A schematic diagram that defines the connection between the charging station (electric vehicle supply equipment) and the electric vehicle. Presented in silhouette format, with colors to distinguish between the five defined terms.
Charging station and vehicle terminology
In 2011, the European Automobile Manufacturers Association (ACEA) defined the following terms:
Socket outlet: the port on the electric vehicle supply equipment (EVSE) that supplies charging power to the vehicle
Plug: the end of the flexible cable that interfaces with the socket outlet on the EVSE. In North America, the socket outlet and plug are not used because the cable is permanently attached.
Cable: a flexible bundle of conductors that connects the EVSE with the electric vehicle
Connector: the end of the flexible cable that interfaces with the vehicle inlet
Vehicle inlet: the port on the electric vehicle that receives charging power
The terms "electric vehicle connector" and "electric vehicle inlet" were previously defined in the same way under Article 625 of the United States National Electric Code (NEC) of 1999. NEC-1999 also defined the term "electric vehicle supply equipment" as the entire unit "installed specifically for the purpose of delivering energy from the premises wiring to the electric vehicle", including "conductors ... electric vehicle connectors, attachment plugs, and all other fittings, devices, power outlets, or apparatuses".
Tesla, Inc. uses the term charging station as the location of a group of chargers, and the term connector for an individual EVSE.
Voltage and power
Early standards
The National Electric Transportation Infrastructure Working Council (IWC) was formed in 1991 by the Electric Power Research Institute with members drawn from automotive manufacturers and the electric utilities to define standards in the United States;[6] early work by the IWC led to the definition of three levels of charging in the 1999 National Electric Code (NEC) Handbook.
Under the 1999 NEC, Level 1 charging equipment (as defined in the NEC handbook but not in the code) was connected to the grid through a standard NEMA 5-20R 3-prong electrical outlet with grounding, and a ground-fault circuit interrupter was required within 12 in (300 mm) of the plug. The supply circuit required protection at 125% of the maximum rated current; for example, charging equipment rated at 16 amperes ("amps" or "A") continuous current required a breaker sized to 20 A.
Level 2 charging equipment (as defined in the handbook) was permanently wired and fastened at a fixed location under NEC-1999. It also required grounding and ground-fault protection; in addition, it required an interlock to prevent vehicle startup during charging and a safety breakaway for the cable and connector. A 40 A breaker (125% of continuous maximum supply current) was required to protect the branch circuit.[5]: 9 For convenience and speedier charging, many early EVs preferred that owners and operators install Level 2 charging equipment, which was connected to the EV either through an inductive paddle (Magne Charge) or a conductive connector (Avcon).
Level 3 charging equipment used an off-vehicle rectifier to convert the input AC power to DC, which was then supplied to the vehicle. At the time it was written, the 1999 NEC handbook anticipated that Level 3 charging equipment would require utilities to upgrade their distribution systems and transformers.
SAE
The Society of Automotive Engineers (SAE International) defines the general physical, electrical, communication, and performance requirements for EV charging systems used in North America, as part of standard SAE J1772, initially developed in 2001. SAE J1772 defines four levels of charging, two levels each for AC and DC supplies; the differences between levels are based upon the power distribution type, standards and maximum power.
Alternating current (AC)
AC charging stations connect the vehicle's onboard charging circuitry directly to the AC supply.
| Method 方法 | Maximum supply 最大供应量 | ||
|---|---|---|---|
| Current (A) 电流 （A） | Voltage (V) 电压 （V） | Power (kW) 功率 （kW） | |
| AC Level 1 交流电 1 级 | 12 | 120 | 1.44 |
| 16 | 120 | 1.92 | |
| AC Level 2 交流电 2 级 | 80 | 208–240 | 19.2 |
| DC Level 1 DC 1 级 | 80 | 50–1000 | 80 |
| DC Level 2 直流 2 级 | 400 | 50–1000 | 400 |
AC Level 1: Connects directly to a standard 120 V North American outlet; capable of supplying 6–16 A (0.7–1.92 kilowatts or "kW") depending on the capacity of a dedicated circuit.
AC Level 2: Utilizes 240 V (single phase) or 208 V (three phase) power to supply between 6 and 80 A (1.4–19.2 kW). It provides a significant charging speed increase over AC Level 1 charging.
Direct current (DC)
Commonly, though incorrectly, called "Level 3" charging based on the older NEC-1999 definition, DC charging is categorized separately in the SAE standard. In DC fast-charging, grid AC power is passed through an AC-to-DC converter in the station before reaching the vehicle's battery, bypassing any AC-to-DC converter on board the vehicle.
DC Level 1: Supplies a maximum of 80 kW at 50–1000 V.
DC Level 2: Supplies a maximum of 400 kW at 50–1000 V.
Additional standards released by SAE for charging include SAE J3068 (three-phase AC charging, using the Type 2 connector defined in IEC 62196-2) and SAE J3105 (automated connection of DC charging devices).
IEC
In 2003, the International Electrotechnical Commission (IEC) adopted a majority of the SAE J1772 standard under IEC 62196-1 for international implementation.
| Mode 模式 | Type 类型 | Maximum supply 最大供应量 | ||
|---|---|---|---|---|
| Current (A) 电流 （A） | Voltage (V) 电压 （V） | Power (kW) 功率 （kW） | ||
| 1 | 1Φ AC 1Φ交流电 | 16 | 250 | 4 |
| 3Φ AC 3Φ交流电 | 16 | 480 | 11 | |
| 2 | 1Φ AC 1Φ交流电 | 32 | 250 | 7.4 |
| 3Φ AC 3Φ交流电 | 32 | 480 | 22 | |
| 3 | 1Φ AC 1Φ交流电 | 63 | 250 | 14.5 |
| 3Φ AC 3Φ交流电 | 63 | 480 | 43.5 | |
| 4 | DC | 200 | 400 | 80 |
The IEC alternatively defines charging in modes (IEC 61851-1):
Mode 1: slow charging from a regular electrical socket (single- or three-phase AC)
Mode 2: slow charging from a regular AC socket but with some EV-specific protection arrangement (i.e. the Park & Charge or the PARVE systems)
Mode 3: slow or fast AC charging using a specific EV multi-pin socket with control and protection functions (i.e. SAE J1772 and IEC 62196-2)
Mode 4: DC fast charging using a specific charging interface (i.e. IEC 62196-3, such as CHAdeMO)
The connection between the electric grid and "charger" (electric vehicle supply equipment) is defined by three cases (IEC 61851-1):
Case A: any charger connected to the mains (the mains supply cable is usually attached to the charger) usually associated with modes 1 or 2.
Case B: an on-board vehicle charger with a mains supply cable that can be detached from both the supply and the vehicle – usually mode 3.
Case C: DC dedicated charging station. The mains supply cable may be permanently attached to the charge station as in mode 4.
Tesla NACS
Main article: North American Charging Standard
The North American Charging Standard was developed by Tesla, Inc. for use in the company's vehicles, it remained a proprietary standard until 2022 when its specifications were published by Tesla. The connector is physically smaller than the J1172/CCS connector, and uses the same pins for both AC and DC charging functionality.
As of November 2023, automakers Ford, General Motors, Rivian, Volvo, Polestar, Mercedes-Benz, Nissan, Honda, Jaguar, Fisker, Hyundai, BMW, Toyota, Subaru, and Lucid Motors have all committed to equipping their North American vehicles with NACS connectors in the future. Automotive startup Aptera Motors has also adopted the connector standard in its vehicles. Other automakers, such as Stellantis and Volkswagen have not made an announcement.
截至 2023 年 11 月，福特、通用汽车、Rivian、沃尔沃、Polestar、梅赛德斯-奔驰、日产、本田、捷豹、Fisker、现代、宝马、丰田、斯巴鲁和 Lucid Motors 等汽车制造商都承诺未来为其北美车辆配备 NACS 连接器。] 汽车初创公司Aptera Motors也在其车辆中采用了连接器标准。 ] Stellantis和大众汽车等其他汽车制造商尚未发布公告。
To meet European Union (EU) requirements on recharging points,Tesla vehicles sold in the EU are equipped with an CCS Combo 2 port. Both the North America and the EU port take 480 V DC fast charging through Tesla's network of Superchargers, which variously use NACS and CCS charging connectors. Depending on the Supercharger version, power is supplied at 72, 150, or 250 kW, the first corresponding to DC Level 1 and the second and third corresponding to DC Level 2 of SAE J1772. As of Q4 2021, Tesla reported 3,476 supercharging locations worldwide and 31,498 supercharging chargers (about 9 chargers per location on average).
Future development
An extension to the CCS DC fast-charging standard for electric cars and light trucks is under development, which will provide higher power charging for large commercial vehicles (Class 8, and possibly 6 and 7 as well, including school and transit buses). When the Charging Interface Initiative e. V. (CharIN) task force was formed in March 2018, the new standard being developed was originally called High Power Charging (HPC) for Commercial Vehicles (HPCCV), later renamed Megawatt Charging System (MCS). MCS is expected to operate in the range of 200–1500 V and 0–3000 A for a theoretical maximum power of 4.5 megawatts (MW). The proposal calls for MCS charge ports to be compatible with existing CCS and HPC chargers. The task force released aggregated requirements in February 2019, which called for maximum limits of 1000 V DC (optionally, 1500 V DC) and 3000 A continuous rating.
A connector design was selected in May 2019[21] and tested at the National Renewable Energy Laboratory (NREL) in September 2020. Thirteen manufacturers participated in the test, which checked the coupling and thermal performance of seven vehicle inlets and eleven charger connectors.[24] The final connector requirements and specification was adopted in December 2021 as MCS connector version 3.2.
With support from Portland General Electric, on 21 April 2021 Daimler Trucks North America opened the "Electric Island", the first heavy-duty vehicle charging station, across the street from its headquarters in Portland, Oregon. The station is capable of charging eight vehicles simultaneously, and the charging bays are sized to accommodate tractor-trailers. In addition, the design is capable of accommodating >1 MW chargers once they are available.[27] A startup company, WattEV, announced plans in May 2021 to build a 40-stall truck stop/charging station in Bakersfield, California; at full capacity, it would provide a combined 25 MW of charging power, partially drawn from an on-site solar array and battery storage.[28]
Connectors
Common charging connectors
Common connectors include Type 1 (Yazaki), Type 2 (Mennekes), Type 3 (Scame), CCS Combo 1 and 2, CHAdeMO, and Tesla.[29][30][31] 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
Configuration AA: CHAdeMO
Configuration BB: GB/T 20234.3
Configurations CC/DD: (reserved)
Configuration EE: CCS Combo 1
Configuration FF: CCS Combo 2
| Power 权力 supply 供应 | United States 美国 | European Union 欧盟 | Japan 日本 | China 中国 |
|---|---|---|---|---|
| 1-phase AC 1相交流电 (62196.2) |  Type 1 (SAE J1772) 类型 1 （ SAE J1772） | .svg) Type 2[a][b] 类型 2 [a] [b] (DE, UK) （DE， 英国）  Type 3 类型 3 (IT, FR; now deprecated) （IT，FR;现已弃用） | Type 1 (SAE J1772) 类型 1 （ SAE J1772） | .svg) Type 2 (GB/T 20234.2)[c] 类型 2 （ GB/T 20234.2） [c] |
| 3-phase AC 三相交流电 (62196.2) | Type 2 (SAE J3068) 类型 2 （ SAE J3068） | — | ||
| DC (62196.3) | .svg) EE (CCS Combo 1) EE （ CCS 组合 1） | .svg) FF (CCS Combo 2)[b] FF （ CCS 组合 2） [b] |  AA (CHAdeMO)[b] AA （ CHAdeMO） [b] | .svg) BB (GB/T 20234.3)[a] BB （ GB/T 20234.3） [a] |
 ChaoJi (planned) ChaoJi （计划中） | ||||
Sites
Car connected to an EV charger over a parking space
Charging stations can be placed wherever electric power and adequate parking are available.
Private locations include residences, workplaces, and hotels. Residences are by far the most common charging location. Residential charging stations typically lack user authentication and separate metering, and may require a dedicated circuit. Many vehicles being charged at residences simply use a cable that plugs into standard household electrical outlet.These cables may be wall mounted.[citation needed]
Public stations have been sited along highways, in shopping centers, hotels, government facilities and at workplaces. Some gas stations offer EV charging stations.Some charging stations have been criticized as inaccessible, hard to find, out of order, and slow, thus slowing EV adoption.
Public charge stations may charge a fee or offer free service based on government or corporate promotions. Charge rates vary from residential rates for electricity to many times higher, the premium is usually for the convenience of faster charging. Vehicles can typically be charged without the owner present, allowing the owner to partake in other activities.Sites include malls, freeway rest areas, transit stations, and government offices.Typically, AC Type 1/Type 2 plugs are used.
Wireless charging station
Detail of the wireless inductive charging device
Wireless charging uses inductive charging mats that charge without a wired connection and can be embedded in parking stalls or even on roadways.
Mobile charging involves another vehicle that brings the charge station to the electric vehicle; the power is supplied via a fuel generator (typically gasoline or diesel), or a large battery.
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