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EV Charging Definitions, Modes, Levels, Communication Protocols and Applied

Standards Technical Report

Technical Report · January 2020

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EV Charging Definitions, Modes, Levels, Communication Protocols

and Applied Standards

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Table of Contents
Introduction ................................................................................................................................................................ 3
Overview - Types of EV Charging Infrastructures ................................................................................................ 3
Main International Standards Applied to EV Charging ........................................................................................ 4
ISO 17409 - Electrically Propelled Road Vehicles Conductive Charging............................................................... 4
ISO 6469 – Electrically propelled road vehicles — Safety specifications............................................................... 4
ISO 18246 – Electric Mopeds and Motorcycles Conductive Charging ................................................................... 4
IEC 62196 Plugs, socket-outlets, vehicle couplers and vehicle inlets ..................................................................... 6
SAE J1772 ............................................................................................................................................................... 7
Charging Levels: ........................................................................................................................................................ 9
Level 1 Charging...................................................................................................................................................... 9
Level 2 Charging...................................................................................................................................................... 9
Level 3 Charging- DC Fast Charging .................................................................................................................... 10
SAE Combo- CCS (CCS Type 1 and 2) ............................................................................................................ 10
CHAdeMO ......................................................................................................................................................... 10
Tesla Supercharger ............................................................................................................................................. 11
GB/T 20234 DC Fast Charging.......................................................................................................................... 11
Charging modes........................................................................................................................................................ 13
Mode 1 Slow charging from a regular electrical socket (single- or three-phase) .................................................. 13
Mode 2 Slow charging from a regular socket but with some EV specific protection arrangement ....................... 13
Mode 3 Slow or fast charging using a specific EV multi-pin socket with control and protection functions ......... 14
Mode 4 Fast charging using some special charger technology such as CHAdeMO .............................................. 14
Plug types .................................................................................................................................................................. 15
Type 1 .................................................................................................................................................................... 15
Type 2 .................................................................................................................................................................... 15
CHAdeMO ............................................................................................................................................................. 16
GB/T Plug .............................................................................................................................................................. 16
Tesla Plug............................................................................................................................................................... 17
Combined Charging System (CCS) ....................................................................................................................... 17
SAE J1772 signaling and communication protocols.......................................................................................... 18
Charging sequence with a simplified architecture on system level.................................................................... 20
P1901 powerline communication....................................................................................................................... 21
The Signal Level Attenuation Characterization (SLAC) ................................................................................... 21
Overview of Type1, 2, GB-T, CCS2, CHAdeMO and Tesla Plugs ....................................................................... 22
References ................................................................................................................................................................. 23

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Introduction
This technical report describes the most common terms and standards in EV charging domain with the focus on
electric motorcycles. It represents a review on EV charging types, levels/modes, plug types and communication
protocols. This can be a useful document for all EV passionate persons as well as young engineers starting a new
career in EV marker!

Overview - Types of EV Charging Infrastructures

Figure 1 AC Charging pole, DC fast charging, Battery swap station

Generic system block diagrams for DC fast charging solutions;

Figure 2 (a) System block diagram of a fast electric vehicle (EV) charging station based on the common DC bus,

(b) Block diagram of EV-railway connection, in synergies of electric urban transport systems and distributed energy resources concept.

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Main International Standards Applied to EV Charging

In the following table, a list of general standards has been presented which are referred to quite often in EV charging
standards.

Table 1 General Standards

Main standards dedicated to EV charging are described in the following;

ISO 17409 - Electrically Propelled Road Vehicles Conductive Charging

ISO 17409 specifies electric safety requirements for conductive connections of electrically propelled road vehicles
to an external electric power supply using a plug or vehicle inlet. It applies to electrically propelled road vehicles
with voltage class B electric circuits. In general, it may apply to motorcycles and mopeds if no dedicated standards
for these vehicles exist. It applies only to vehicle power supply circuits. It applies also to dedicated power supply
control functions used for the connection of the vehicle to an external electric power supply. It does not provide
requirements regarding the connection to a non-isolated DC charging station. It does not provide comprehensive
safety information for manufacturing, maintenance, and repair personnel. The requirements when the vehicle is not
connected to the external electric power supply are specified in ISO 6469‑3.
NOTE: Requirements for EV supply equipment are specified in IEC 61851.

ISO 6469 – Electrically propelled road vehicles — Safety specifications

This document specifies safety requirements for rechargeable energy storage systems (RESS) of electrically
propelled road vehicles for the protection of persons. It does not provide the comprehensive safety information for
the manufacturing, maintenance and repair personnel.
NOTE 1 Requirements for motorcycles and mopeds are specified in ISO 13063 and ISO 18243.
NOTE 2 Additional safety requirements can apply for rechargeable energy storage system (RESS) that can be
recharged by means different from supplying electric energy (e.g. redox flow battery).
ISO 18246 – Electric Mopeds and Motorcycles Conductive Charging
ISO 18246 Electrically propelled mopeds and motorcycles — Safety requirements for conductive connection to an
external electric power supply. This International Standard prescribes basic safety requirements for electrically
propelled mopeds and motorcycles, which are called electric vehicles, for simplicity, in this International Standard,
while connected to an external electric power supply. The safety requirements for off-board chargers are described
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in IEC 60335-2-29 and will be described in the IEC 61851-3 series (under consideration). This International Standard
does not contain requirements for bidirectional power flow so it does not consider discharging from vehicle to grid.
This International standard does not standardize specific charging method. It is not applicable to vehicles not in
normal conditions, such as damaged vehicles and vehicles which have mechanical and/or electrical failure. It applies
only to on-board charging systems between the plug or vehicle couplers and rechargeable energy storage system
(RESS) circuits. The safety requirements for vehicles not connected to external power supply are specified in ISO
13063. It does not provide comprehensive safety information for manufacturing, maintenance and repair personnel.
According to this standards the classification of charging type is defined as following.
Classification of charging type:
In the most fundamental sense of charging, there are three functional portions. The first is the supply network (mains).
The second is the charger assembly that consists of charger and cable assembly. The third is the RESS, which may
be incorporated onto the vehicle. The classification has been defined based upon acceptance of the connection and/or
disconnecting between those three portions for operational safety:
For charging type A, the charger and the RESS are not able to be removed from the vehicle and they are
electrically not able to be disconnected from the vehicle.
For charging type B, the RESS is not able to be removed and the charger is able to be removed from the
vehicle. The RESS is electrically not able to be disconnected from the vehicle and the charger is electrically
able to be disconnected from the vehicle.
For charging type C, the charger and the RESS can be removed from the vehicle and they are electrically able
to be disconnected from the vehicle.
Any connections belong to conductive charging systems can be classified into the charging types of the following
figure.

Figure 3 Classification of charging types in the conductive charging

The charging type which would be more interesting for EV application considering on-board battery charger is type
A as following figure.

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Figure 4 Charging Type A

IEC 62196 Plugs, socket-outlets, vehicle couplers and vehicle inlets

IEC 62196 Plugs, socket-outlets, vehicle couplers and vehicle inlets – Conductive charging of electric vehicles is
an international standard for a set of electrical connectors for electric vehicles and is maintained by the International
Electrotechnical Commission (IEC).
The standard is based on IEC 61851 Electric vehicle conductive charging system (still under development) which
establishes general characteristics, including charging modes and connection configurations, and requirements for
specific implementations (including safety requirements) of both electric vehicle (EV) and electric vehicle supply
equipment (EVSE) in a charging system. For example, it specifies mechanisms such that, first, power is not supplied
unless a vehicle is connected and, second, the vehicle is immobilized while still connected.
IEC 62196 comprises:
Part 1: General requirements (IEC-62196-1)
Part 2: Dimensional compatibility and interchangeability requirements for AC pin and contact-tube accessories
(IEC-62196-2)
Part 3: Dimensional compatibility and interchangeability requirements for DC and AC/DC pin and contact-tube
vehicle couplers (IEC-62196-3)
The signaling from SAE J1772 is incorporated in the standard for control purposes.

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SAE J1772
SAE J1772 (IEC Type 1) is a North American standard for electrical connectors for electric vehicles maintained by
the Society of Automotive Engineers (SAE) and has the formal title "SAE Surface Vehicle Recommended Practice
J1772, SAE Electric Vehicle Conductive Charge Coupler". It covers the general physical, electrical, communication
protocol, and performance requirements for the electric vehicle conductive charge system and coupler. The intent is
to define a common electric vehicle conductive charging system architecture including operational requirements and
the functional and dimensional requirements for the vehicle inlet and mating connector.
In SAE terminology different charging solution defines in levels including level 1 charging , level 2 charging and Level
3 charging or DC fast charging which will be briefly reviewed in the following.

Figure 5 General Standards for the fast charging stations

Connector Standards;

Table 2 Connector Standards

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Supply Station Standards;

Table 3 Supply Station Standards

Vehicle Standards;

Table 4 Vehicle Standards

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Communication Standards;

Table 5 Communication Standards

Charging Levels:
Electric vehicle charging equipment is commonly categorized into one of three types described below:
Level 1 Charging
Level 1 equipment provides charging through a 120 volt (V), alternating-current (AC) plug and requires a dedicated
circuit. Generally speaking, Level 1 charging refers to the use of a standard household outlet. Level 1 charging
equipment is standard on vehicles and therefore is portable and does not require the installation of charging
equipment. On one end of the provided cord is a standard, three-prong household plug. On the other end is a
connector, which plugs into the vehicle. Depending on the battery technology used in the vehicle, Level 1 charging
generally takes 8 to 12 hours to completely charge a fully depleted battery. The most common place for Level 1
charging is at the vehicle owner's home and is typically conducted overnight.
Level 2 Charging
Level 2 equipment offers charging through a 240V, AC plug and requires installation of home charging or public
charging equipment. These units require a dedicated 40 amp circuit. Level 2 charging equipment is
compatible with all electric vehicles and plug-in electric hybrid vehicles. Level 2 chargers have a cord
that plugs directly into the vehicle in the same connector location used for Level 1 equipment.
Depending on the battery technology used in the vehicle, Level 2 charging generally takes 4 to 6 hours
to completely charge a fully depleted battery. Charging time can increase in cold temperatures. Level 2
chargers are commonly found in residential settings, public parking areas, places of employment and Figure 6 AC level 2
commercial settings. charging

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Voltage Phase Peak Current Power

AC Level 1 120V Single Phase 16A 1.92kW
AC Level 2 208V Leg to Leg of a 208T/120V 3-Phase 48A 9.98kW
AC Level 2 240V Split Phase 30A 7.20kW
32A (2001) 7.68kW
80A (2009) 19.20kW
Table 6 AC Charging Levels

Level 3 Charging- DC Fast Charging

Using this charging solution implies bypassing the EV onboard battery charger (OBC) and the energy transfer is
accomplished via direct current (DC). Most Level 3 chargers provide an 80% charge in 30 minutes although cold
weather can lengthen the time required to charge. There are four main solutions for DC fast charging depending on
the geographical region:

SAE Combo- CCS (CCS Type 1 and 2)

It covers charging electric vehicles using the Combo 1 and Combo 2 connectors at up to 350 kilowatts. These two
connectors are extensions of the AC Type 1 and AC Type 2 connectors, with two additional direct current (DC)
contacts to allow high-power DC fast charging. Car makers such as BMW, VW are using this type as their solution
for DC fast charging.

CHAdeMO
Level 3 equipment with CHAdeMO technology, also commonly known as DC fast charging has been introduced and
employed by Japanese automakers.

Figure 7 CHAdeMO DC Fast Charging Station

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Tesla Supercharger
A Tesla Supercharger is a 480-volt DC fast-charging technology built by American vehicle manufacturer Tesla, Inc.
for their all-electric cars. The Tesla Supercharger network of fast-charging stations was introduced beginning in 2012.
Each Supercharger stall has a connector to supply electrical power at up to 250 kW via a direct current connection to
the 400-volt car battery pack.

Figure 8 Tesla Supercharger

The original V1 and V2 Tesla supercharging stations charge with up to 150 kW of power distributed between two
cars with a maximum of 150 kW per car, depending on version. They take about 20 minutes to charge to 50%, 40
minutes to charge to 80%, and 75 minutes to 100% on the original 85 kWh Model S.

GB/T 20234 DC Fast Charging

In North America, Japan and Europe, a few standards battle over fast charging connectors and
protocols is brewing between the car makers. While the Japanese carmakers are pushing
CHAdeMO, the European and North American carmakers settled on the SAE Combined
Charging System (a.k.a. Frankenplug), and Tesla is going its own way with the Supercharger,
the Chinese carmaker have introduced and employed their own DC fast charging standard
referred to as GB/T 20234 or shortly GB/T DC fast charging. It should be pointed out that this
standard only exists in China, but once again it seems as though this nation is at the forefront of
electric vehicles, both in regard to sales and now for charging technology too. This forward-thinking
approach is sure to keep China in the #1 spot!

China is developing a new version of GB/T fast charging standard. The envisioned spec indicates
power output beyond anything we've seen thus far - 900 kW at 1,500 V and 600 A! Currently,
GB/T was offering only 237.5 kW at 950 V and 250 A, so this will be nearly four times more
capable in terms of output. Power will be more than twice as high as the new 400 kW CHAdeMO
and 350 kW CCS Combo specs too.
Figure 9 GB Plug
Pinout

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Communication Protocol:
International China
Physical Layer PLC CAN BUS
Link/Network Layer IP Based CAN
PWM Pilot Control
International China
EVSE Side Voltage Detection Current Detection

Table 7 Communication Protocol Comparison

A comparison between GB/T and new GB/T with other DC fast charging solutions has been presented in the
following table:

Figure 10 Summary of DC Fast Charging Available Solutions

Corresponding of the standards;

Figure 11 Chinese GB/T Equivalent Standards vs international ones

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Charging modes
Another standards organization, The International Electrotechnical Commission (IEC), defines charging
in modes (IEC 62196):

Mode 1 Slow charging from a regular electrical socket (single- or three-phase)

The vehicle is connected to the power grid through standard socket-outlets

present in residences, which depending on the country are usually rated at
around 10 A. To use mode 1, the electrical installation must comply with the
safety regulations and must have an earthing system, a circuit breaker to protect
against overload and an earth leakage protection. The sockets have blanking
devices to prevent accidental contacts.
The first limitation is the available power, to avoid risks of: Figure 12 EV Charging Mode 1
 Heating of the socket and cables following intensive use for several hours
at or near the maximum power (which varies from 8 to 16 A depending on
the country).
 Fire or electric injury risks if the electrical installation is obsolete or if certain
protective devices are absent.
The second limitation is related to the installation's power management.
 As the charging socket shares a feeder from the switchboard with other
sockets (no dedicated circuit) if the sum of consumptions exceeds the
protection limit (in general 16 A), the circuit-breaker will trip, stopping the Figure 13 EV Charging Mode 1 Cable
charging.
All these factors impose a limit on the power in mode 1, for safety and service
quality reasons. This limit is currently being defined, and the value of 10 A appears to be the best compromise.
This is a direct, passive connection of the EV to the AC mains, either 250 V 1-phase or 480 V 3-phase including
earth, at a maximum current of 16 A. The connection does not have extra control pins. For electrical protection, the
EVSE is required to provide earth to the EV (as above) and to have ground fault protection.
In some countries including the USA, mode 1 charging is prohibited. One problem is that the required earthing is not
present in all domestic installations. mode 2 was developed as a workaround for this.

Mode 2 Slow charging from a regular socket but with some EV specific protection
arrangement

The vehicle is connected to the main power grid via household socket-outlets. Charging is done via a single-phase or
three-phase network and installation of an earthing cable. A protection device is built into the cable. This solution is
more expensive than Mode 1 due to the specificity of the cable.

Figure 14 EV Charing Mode 2 and Cable Associated with

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This is a direct, semi-active connection of the EV to the AC mains, either 250 V 1-phase or 400 V 3-phase including
earth at a maximum current of 32 A. There is a direct, passive connection from the AC mains to the EV supply
equipment (EVSE), which must be part of, or situated within 0.3 meters (1.0 ft) of, the AC mains plug; from the
EVSE to the EV, there is an active connection, with the addition of the control pilot to the passive components. The
EVSE provides protective earth presence detection and monitoring; ground fault, over-current, and over-temperature
protection; and functional switching, depending on vehicle presence and charging power demand. Some protections
must be provided by an SPR-PRCD
conforming to IEC 62335 Circuit breakers - Switched protective earth portable residual current devices for class I
and battery powered vehicle applications. A possible example uses an IEC 60309 connector on the supply end, which
is rated at 32 A. The EVSE, situated incable, interacts with the EV to indicate that 32 A can be drawn.

Mode 3 Slow or fast charging using a specific EV multi-pin socket with control and
protection functions

The vehicle is connected directly to the electrical network via specific socket and plug and a dedicated circuit. A
control and protection function are also installed permanently in the installation (on the wall). This is the only
charging mode that meets the applicable standards regulating electrical installations. It also allows load shedding so
that electrical household appliances can be operated during vehicle charging or on the contrary optimize the electric
vehicle charging time.

Figure 15 EV Charging Mode 3

This is an active connection of the EV to a fixed EVSE, either 250 V 1-phase or 480 V 3-phase including earth and
control pilot; Either, with a compulsorily captive cable with extra conductors, at a maximum current of 250 A or, in
a manner compatible with mode 2 with an optionally captive cable, at a maximum current of 32 A.The charging
supply is not active by default, and requires proper communication over the control pilot to enable. The
communication wire between car electronics and charging station allows for an integration into smart grids.

Figure 16 Charging Mode 3 Cable

Mode 4 Fast charging using some special charger technology such as CHAdeMO

The electric vehicle is connected to the main power grid through an external charger. Control and protection functions
and the vehicle charging cable are installed permanently in the installation.
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This is an active connection of the EV to a fixed EVSE, 600 V DC including earth and control pilot, at a maximum
current of 400 A. The DC charging power is rectified from AC mains power in the EVSE, which is consequently
more expensive than a mode 3 EVSE.

Figure 17 Charging Mode 4, Fast Charging

Figure 18 Summary of Employed Charging Plugs in Different Locations

Plug types
Type 1 single-phase vehicle coupler – reflecting the SAE J1772/2009 automotive plug specifications

Figure 19 Type 1 plug, Single Phase

Type 2 single- and three-phase vehicle coupler – reflecting the VDE-AR-E 2623-2-2 plug specifications.

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Figure 20 Type 2 Plug and Pinout, Three Phase

The proposal of the Mennekes connector initiated by RWE and Daimler has been added as a "Type 2"
implementation to IEC 62196 (IEC Type 2) providing a single and three phase coupler. The connector was
specified in the VDEAR- E 2623-2-2 standard - this connector specifies up to 63 A three-phase (at 400 V in
Central Europe) which makes for a maximum of 63 A × 400 V × √3 = 43.6 kW. Additionally, the IEC 62196-2
standard specifies a "Type 3" connector providing a single and three phase coupler with shutters.

CHAdeMO
Fast charge coupler (JEVS G105-1993), CHAdeMO. CHAdeMO is the trade name of a quick charging method for
battery electric vehicles delivering up to 62.5 kW by 500 V, 125 A direct current via a special electrical connector.
A revised CHAdeMO 2.0 specification allows for up to 400 kW by 1000 V, 400 A direct current.

Figure 21 CHAdeMO fast charge coupler used in Japan

CHAdeMO is an abbreviation of "CHArge de MOve", equivalent to "move using charge" or "move by charge" or
"charge 'n' go", a reference to the fact that it's a fast charger. It was proposed in 2010 as a global industry standard
by an association of the same name formed by five major Japanese automakers and included in the IEC61851-23, -
24 (charging system and communication) and the IEC 62196 standard as configuration AA.

GB/T Plug
As previously mentioned for DC charging the competing standard GB/T is used in China. In Figure 22
the GB/T plug and its pinout has been presented.

Figure 22 GB/T plug and its pinout used in China

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Tesla Plug

Figure 23 Tesla Supercharger outlets in Europe/Worldwide (left) and North America only (right).

Combined Charging System (CCS)

The target of only having one charging connector is currently unlikely to occur. This is because there are different
electrical grid systems around the world; with Japan and North America choosing a 1-phase connector on their
100– 120/240 V grid (type 1), while China, Europe, and the rest of the world are opting for a connector with 1-
phase 230 V and 3-phase 400 V grid access (type 2). The SAE and ACEA are trying to avoid the situation for DC
charging with a standardization that plans to add DC wires to the existing AC connector types such that there is
only one "global envelope" that fits all DC charging stations – for type 2 the new housing is named Combo.
For Combined Charging System (CCS) DC charging, two extra connectors are added at the bottom of Type 1 or
Type 2 vehicle inlets and charging plugs to connect high voltage DC charging stations to the battery of the vehicle.
These are commonly known as Combo 1 or Combo 2 connectors. The choice of Combo 1 or Combo 2 style inlets
is normally standardized on a per-country basis, so that public charging providers do not need to fit cables with
both variants. Generally, North America uses Combo 1 style vehicle inlets, most of the rest of the world uses
Combo 2 style vehicle inlets for CCS.

Figure 24 CCS Types 1 and 2 Plugs and Inlets

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SAE J1772 signaling and communication protocols

Originating with the type 1

connector, SAE J1772 signaling is
used in all but the type 4 connector.
The signal pins and their function
were defined in SAE J1772-2001,
which was included in IEC 61851.
All plug types of IEC 62196-2 have
the two additional signals: the control
pilot (CP; pin 4) and proximity pilot
(PP; pin 5) over the normal charging
power pins: line (L1; pin 1), line or
neutral (N, or L2; pin 2), and Figure 25 J1772 signaling circuit
protective earth (PE; pin 3).
This protocol doesn't require
integrated circuits, which would be required for other charging protocols, making the SAE J1772 robust and operable
through a temperature range of −40 °C to +85 °C. The signaling protocol has been designed so that:
1. supply equipment signals presence of AC input power
2. vehicle detects plug via proximity circuit (thus the vehicle can prevent driving away while connected)
3. control pilot functions begin:
1. supply equipment detects plug-in electric vehicle
2. supply equipment indicates to plug-in electric vehicle (PEV) readiness to supply energy
3. PEV ventilation requirements are determined
4. supply equipment current capacity provided to PEV
4. PEV commands energy flow
5. PEV and supply equipment continuously monitor continuity of safety ground
6. charge continues as determined by PEV
7. charge may be interrupted by disconnecting the plug from the vehicle

PP pin
The proximity pilot (or, plug presence) signal allows the EV to detect when it is plugged in. Inside the plug itself, a
passive resistance is connected across PP and PE, which the EV then detects. PP does not connect between EV and
EVSE. The switch, S3, as being mechanically linked to the connector latch release actuator. During charging, the
EVSE side connects the PP-PE loop via S3 and a 150 Ω R6; when opening the release actuator, a 330 Ω R7 is added
in the PP-PE loop on the EVSE side which gives a voltage shift on the line to allow the electric vehicle to initiate a
controlled shut off prior to actual disconnection of the charge power pins. However, many low power adapter cables
do not offer that locking actuator state detection on the PP pin.
So a plug with a closed retention clip is indicated by 150 Ω, and a plug with an open retention clip (i.e., pressed by
the user) is indicated by 480 Ω. This allows the EV to inhibit movement while a charging cable is attached, and to
cease charging as the plug is disconnected, so there is no load and associated arcing.
PP also allows the EVSE to detect when a cable is plugged in. Again, inside the plug itself, a passive resistance is
connected across PP and PE. The cable can then further indicate its current rating to the EVSE with different
resistances. The EVSE can then communicate this to the EV via the control pilot.

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Resistance, PP- Max. Current Conductor Size

PE
Open or ∞Ω 6A 0.75 mm2
1500Ω 13A 1.5 mm2
680Ω 20A 2.5 mm2
220Ω 32A 6 mm2
100Ω 63A 16 mm2
50Ω or <100Ω 80A 25 mm2
Table 8 EVSE PP Resistance

CP pin
The control pilot signal is designed to be easily processed by analog electronics, eliding the use of digital electronics,
which can be unreliable in automotive settings. The EVSE starts in state A and applies +12 V to the control pilot.
Once detecting 2.74 kΩ across CP and PE, the EVSE moves to state B, and applies a 1 kHz ±12 V peak-to-peak
square wave pilot signal. The EV can then request charging by changing the resistance across CP and PE to 246 Ω
or 882 Ω (with and without ventilation, respectively); if the EV requests ventilation, the EVSE will only enable
charging if it is in a ventilated area.
The pilot line circuitry example shows that the current loop CP-PE is connected permanently via a 2.74 kΩ resistor
making for a voltage drop to from +12 V to +9 V when a cable is hooked up to the charging station which activates
the wave generator. The charging is activated by the car by adding parallel 1.3 kΩ resistor resulting in a voltage drop
to +6 V or by adding a parallel 270 Ω resistor for a required ventilation resulting in a voltage drop to +3 V. Hence
the charging station can react by only checking the voltage range present on the CP-PE loop. Note that the diode will
only make for a voltage drop in the positive range; any negative voltage on the CP-PE loop will shut off the current
as being considered a fatal error (like touching the pins).

Table 9

The EVSE communicates the maximum available charging current to the EV by pulse width modulation of the pilot
signal (The SAE defines the ampacity value to be derived by a formula based on the 1 ms full cycle (of the 1 kHz
signal) with the maximum continuous ampere rating being 0.6 A per 10 μs): 16% duty cycle is 10 A, 25% is 16 A,
50% is 32 A, and 90% flags a fast charge option.
The line wires are not made live until an EV is present, and has requested charging; i.e., state C or D. The EVSE
feeds the control pilot with 12 V through a series 1 kΩ sense resistor, after which it senses the voltage; the CP is then
connected, in the EV, through a diode and relevant resistance to PE. The resistance in the EV can be manipulated by
switching in a resistor in parallel with always connected 2.74 kΩ detection resistor.

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Table 10 PWM in CP pin

Charging sequence with a simplified architecture on system level

The charging sequence and its related system activities are specified in a detailed but highly compressed manner in
IEC 61851-23, Annex CC.

Figure 26 CCS Charging sequence

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Table 11, Table CC.3 in IEC 61851-23, Annex CC – Sequence description for normal start up

P1901 powerline communication

In an updated standard due in 2012, SAE proposes to use power line communication, specifically IEEE 1901, between
the vehicle, off-board charging station, and the smart grid, without requiring an additional pin; SAE and the IEEE
Standards Association are sharing their draft standards related to the smart grid and vehicle electrification.
P1901 communication is compatible with other 802.x standards via the IEEE 1905 standard, allowing arbitrary IP-
based communications with the vehicle, meter or distributor, and the building where chargers are located. P1905
includes wireless communications. In at least one implementation, communication between the off-board DC EVSE
and PEV occurs on the pilot wire of the SAE J1772 connector via HomePlug Green PHY power line communication
(PLC).
The Signal Level Attenuation Characterization (SLAC)
The Signal Level Attenuation Characterization (SLAC) is a protocol to ensure EV and EVSE are physically
connected to each other. SLAC as part of layer 2 (data link) is defined in HomePlug Green PHY v1.1.1 specification.
SLAC is a protocol to measure the attenuation between two Power Line Communication (PLC) modules SLAC is a
protocol to measure the attenuation between two Power Line Communication (PLC) modules. If there are several
EV’s that are connected to charging stations nearby, there can occur crosstalk in between. SLAC requests shall be
responded by an EVSE only, if the EVSE is connected to an EV (state B) and the PLC module of the EVSE is not
EVSE is not already already linked to another another PLC module (unmatched unmatched state)

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Technical Report Ali Bahrami, www.linkedin.com/in/alibhrmi/

Figure 27 Signal Level Attenuation Characterization

Overview of Type1, 2, GB-T, CCS2, CHAdeMO and Tesla Plugs

Figure 28 Overview of Type1, 2, GB-T, CCS2, CHAdeMO and Tesla Plugs

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Technical Report Ali Bahrami, www.linkedin.com/in/alibhrmi/

References

- ISO 18246: Electrically propelled mopeds and motorcycles — Safety requirements for conductive connection to an
external electric power supply
- SAE J1772: SAE Electric Vehicle Conductive Charge Coupler
- IEC 62196: Plugs, socket-outlets, vehicle connectors and vehicle inlets - Conductive charging of electric vehicles
- IEC 61851: Electric vehicle conductive charging system
- IEC 61850: Communication Protocols for Intelligent Electronic Devices at Electrical Substations
- ISO 6469: Electrically propelled road vehicles — Safety specifications
- ISO 15118: Road vehicles - Vehicle to grid communication interface
- ISO 17409: Electrically propelled road vehicles — Connection to an external electric power supply — Safety
requirements
- Guowei Cai, Duolun Liu, Chuang Liu, Wei Li, and Jiajun Sun, “A High-Frequency Isolation (HFI) Charging DC
Port Combining a Front-End Three-Level Converter with a Back-End LLC Resonant Converter”, Energies 2017
- C.F. Calvillo, Alvaro Sanchez-Miralles, JoseVillar “Synergies of Electric Urban Transport Systems and Distributed
Energy Resources in Smart Cities”, IEEE Transactions on Intelligent Transportation Systems, Oct. 2017

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