![]() ![]() In June 2001, CARB adopted the SAE J1772-2001 standard as the charging interface for electric vehicles in California. CARB rejected the inductive technology in favor of conductive coupling to supply electricity for recharging. Early electric vehicles like the General Motors EV1 and Toyota RAV4 EV used Magne Charge (SAE J1773), an inductive system. The main stimulus for the development of SAE J1772 came from the California Air Resources Board (CARB). The older Avcon connector, featured here on a Ford Ranger EV The Combined Charging System (CCS) Combo 1 connector builds on the standard, adding two additional pins for DC fast charging up to 350 kW. These connectors are sometimes informally referred to as chargers, but they are " electric vehicle supply equipment" (EVSE), since they only supply AC power to the vehicle's on-board charger, which then converts it to the direct current (DC) needed to recharge the battery. They range from portable devices that can connect to a household NEMA 5-15 outlet that can deliver 1.44 kW (12 A 120 V) to hardwired equipment that can deliver up to 19.2 kW (80 A 240 V). The J1772 5-pin standard supports a wide range of single-phase (1φ) alternating current (AC) charging rates. 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. The SAE maintains the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler. SAE J1772, also known as a J plug or Type 1 connector after its international standard, IEC 62196 Type 1, is a North American standard for electrical connectors for electric vehicles maintained by SAE International under the formal title "SAE Surface Vehicle Recommended Practice J1772, SAE Electric Vehicle Conductive Charge Coupler". Pinouts for CCS Combo 1, looking at end of plug (attached to EVSE cord)ĬCS Combo 1 extension adds two extra high-current DC pins underneath, and the two Alternating Current (AC) pins for Neutral and Line 1 are not populated. SAE J1772: Resistive / Pulse-width modulation ![]() Aim to arrive to a DC fast charger with 10-20% remaining and a warm battery pack to get the most efficient and fastest charging session.SAE J1772-2009 electric vehicle connector. This is especially important in colder weather in freezing temperatures because a cold battery would not be able to accept much more than ~40 kW for the first few minutes of charging.Īnd just as with Superchargers, you will need to arrive with a relatively low state of charge percentage to get the maximum speed. So in order to get fast charging speeds from CCS EV chargers, the trick is to set the Tesla navigation to a nearby Supercharger, but instead drive to the CCS charger.ĭoing this 10-15 minutes prior to your CCS charging session will warm the battery enough to get 100+ kW or more. However, there is no option to manually begin to preconditioning of the battery for non-Superchargers. When a Tesla car is navigating to a Supercharger, it begins to precondition the battery for fast charging by warming it up. ![]() For an EV battery to charge at the fastest possible speeds, it needs to reach a certain temperature range. ![]()
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1/11/2024 10:46:34 am
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