IEC 62196 type 2
EN 62196 Type 2 (also called IEC Type 2 ) is the designation for a connector type that was defined as the standard in Europe for charging electric vehicles at charging stations in January 2013 by the European Commission . The type 2 plug and coupling is described in the IEC 62196-1 standard . The type 2 plug charging system was developed by the connector manufacturer Mennekes together with the electricity supplier RWE and the automobile manufacturer Daimler AG ; therefore it became known as the Mennekes connector during the standardization phase .
In parallel to European standardization, Tesla developed a slightly modified type 2 plug connection for its electric vehicles, which will be delivered to Europe from 2013, as well as the European Tesla Supercharger charging stations, in order to be able to transmit direct current with high power (see Voltage and Current ).
The sockets in a charging station are also designed according to the type 2 standard. An electric vehicle is connected to it with a cable that is referred to in the standard as a " mode 3 cable " and is equipped with a resistance identifier that signals the maximum current for the charging process. In addition to type 2 charging plugs, electric vehicles also have IEC type 1 connectors . Depending on the shape of the coupling for the vehicle side, the cables offered are referred to as "Type 2 charging cables" and "Type 1 charging cables". An extension or adaptation of the type 2 coupling is not permitted in accordance with the IEC / EN 61851 standard and is technically prevented by the shorter pin for the pilot contact CP in the type 2 connector.
construction
The round connector type 2 is strongly flattened on one side, so that twisting the connector is mechanically impossible and the correct insertion direction is intuitively revealed. It has seven round contact pins - two contact pins for communication with the electric car and five more for power transmission. The connector is designed in such a way that the connection to the protective contact is made first and that of the signal contacts for power release last. Type 2 - unlike type 1 - does not have a latch and therefore cannot lock into the socket . However, the plug has two traps with which a charging station prevents unintentional removal of the plug or possible manipulation by vandals by means of electromechanical locking . The connector system is designed in such a way that power is not interrupted in the connector itself. Since there is no electrical switching spark , the electrical contacts are spared in terms of their service life. In contrast to the CEE plugs , the plug is not equipped with a self-closing protective flap cover. In charging stations with a permanently attached cable, the vehicle coupling is therefore usually stored in a holster or can be plugged into a socket. Alternatively, the electric car owner can use his own charging cable, which he carries with him in the vehicle.
connection
PP: Proximity Pilot
CP: Control Pilot
L1, L2, L3: Outer conductor contacts
PE: Protective contact
N: Neutral conductor
Plug type 2 has the three outer conductor contacts L1, L2 and L3, one contact for the neutral conductor and one contact for the protective contact (PE). There is also the PP (Proximity Pilot, also Plug Present ) contact to determine the presence of the plug and the CP (Control Pilot) to exchange the control signals between the electric vehicle and the charging station. Type 2 is part of the charging cable.
Loading areas
The IEC 62196-1 standard distinguishes between the three charging areas Level 1, Level 2 and Level 3. "Level 1" is used for connection to simple household sockets with 230 volts with a maximum of 16 amps (IEC 61851 Mode 1), which can be earthed via the neutral conductor. "Level 2" allows the use of the device connections with 230 volts with a maximum of 32 amps (IEC 61851 Mode 2) single-phase (against neutral conductor) or multi-phase (between outer conductors). "Level 3" refers to fast charging with direct current with up to 400 amperes (61851 mode 4).
| Loading area | nominal voltage | Phases | Max. Current | power |
|---|---|---|---|---|
| AC level 1 | 230 V | 1 phase with neutral conductor (L1-N) | 13 A | 3 kW |
| 16 A | 3.7 kW | |||
| AC level 2 | 230 V | 1 phase with neutral conductor (L1-N) | ≤ 32 A | 7.4 kW |
| 400 V | 3 phases (L1, L2, L3) | 22 kW | ||
| AC level 3 | single and three phase (not yet specified) | > 20 kW | ||
| Loading area | Voltage range | Voltage shape | Max. Current | power |
|---|---|---|---|---|
| DC level 1 | 200-450 V | DC current from the charging station | 80 A | 36 kW |
| DC level 2 | 200-450 V | DC current from the charging station | 200 A | 90 kW |
| DC level 3 | 200-600 V | DC current from the charging station | 400 A | 240 kW |
Signaling
The function of the signal contacts was first described in 2001 (both in SAE J1772 and in IEC 61851). The protocol is suitable for doing without digital electronics (in contrast to the CAN bus with CHAdeMO and EnergyBus ) - the SAE J1772 assumes an operating range of at least −40 ° C to +85 ° C.
The charging station first applies a voltage of 12 V between the pilot contact CP and the protective conductor PE. When the vehicle is connected, a 1 kHz square wave voltage is applied via a 1 kΩ resistor (R0) (signal range ± 12 V ± 0.4 V). On the electric vehicle side, the circuit between CP and PE is closed by a resistor (R) connected in series with a diode. The charging station reports the maximum current that can be provided by the charging station to the vehicle by means of pulse width modulation of the square-wave voltage: with 16% PWM a maximum of 10 A, with 25% PWM a maximum of 16 A, with 50% PWM a maximum of 32 A and with 90 % PWM a fast charge. The electric vehicle can, for its part, communicate with the charging station by selecting the resistor R - and a related change in the voltage drop at R0 - with R = 2700 Ω a mode 3-compatible vehicle is reported (" vehicle detected ") that has not yet been Charge. At R = 880 Ω, the vehicle is ready for a charging current (" ready ") and at R = 240 Ω, ventilation is also requested (" with ventilation "), which makes no difference outdoors, but the charging current indoors if there is no ventilation cut.
With an open circuit, public charging stations are basically voltage-free, even if the standard allows power output in mode 1 (maximum 16 amps). When the circuit is closed, the charging station can also test the functionality of the protective conductor.
In connection examples in SAE J1772 : 2001 it is shown that the circuit CP-PE is permanently switched to 2740 Ω (voltage drop from +12 V to +9 V when the cable is plugged in, which activates the signal generator of the charging station) and when charging is activated on the vehicle (by switch) a resistor with 1300 Ω is connected in parallel (voltage drop to +6 V) or 270 Ω with a fan (voltage drop to +3 V) so that the detector of the charging station reacts solely to the voltage CP-PE. The diode only lowers the positive voltage, the measurement of the negative voltage continues to show −12 V; a negative voltage on CP (only available when the signal generator is active) is an error value that switches off the charging current.
| Total resistance CP-PE (R) | open | 2700 Ω | 880 Ω | 240 Ω | ||
|---|---|---|---|---|---|---|
| Resistance R3 at R2 = 2740 Ω |
- |
- 2740 Ω |
1300 Ω 2740 Ω |
270 Ω 2740 Ω |
||
| Measuring voltage CP-PE | +12 V | +9 V ± 1 V | +6 V ± 1 V | +3 V ± 1 V | ± 0 V | −12 V |
| Basic status | Status A | Status B | Status C | Status D | Status E | Status F |
| Charge approval | standby |
vehicle detected |
ready (charging) |
with ventilation |
no power (shut off) |
error |
The proximity contact PP reports the maximum possible charging current of the vehicle (or the cable) to the charging station. For this purpose, a resistor is set in the cable between PP and PE. The coding of the permissible current to the resistance value is regulated in IEC 61851-1 :
| Total resistance PP-PE | 1500 Ω | 680 Ω | 220 Ω | 100 Ω |
|---|---|---|---|---|
| Tolerance range | 1000 ... 2200 Ω | 330… 1000 Ω | 150 ... 330 Ω | 75… 150 Ω |
| Current capacity | 13 A | 20 A | 32 A | 63 A |
| Conductor cross-section | 1.5 mm² | 2.5 mm² | 6 mm² | 16 mm² |
The pulse width on the 1 kHz CP signal shows the maximum power that can be made available on the charging side. In the US definition, the "ampacity" (ampere capacity) is specified twice, for continuous load and for short-term use, while the IEC specifies the same gradations with only one nominal current value. The SAE has defined the maximum current load on the basis of a formula that takes the 1000 µs cycle length of the carrier frequency (the 1 kHz signal) and multiplies each 10 µs pulse width by 0.6 A to define the continuous load of the connection (with a minimum of 100 µs = 6 A and a maximum of 800 µs = 48 A). In the IEC 61851-1 standard, the range from 8% to less than 10% duty cycle defines the maximum available power as 6 A, the range from 10% to 85% duty cycle defines the maximum available power as (% duty cycle) multiplied by 0 , 6 A, the range from greater than 85% to 96% duty cycle the maximum available power as (% Duty cycle - 64) multiplied by 2.5 A, the range from greater than 96% to 97% duty cycle as 80 A.
| PWM | SAE permanent | SAE for a short time | IEC 61851-1 |
|---|---|---|---|
| 97% | 80 A (EU) | ||
| 95% | 77.5 A (EU) | ||
| 90% | 65 A (EU) | ||
| 85% | 51 A (EU) | ||
| 80% | 48 A (EU) | ||
| 70% | 42 A (EU) | ||
| 60% | 36 A (EU) | ||
| 50% | 30 A cont | 36 A peak | 30 A (EU) |
| 40% | 24 A cont | 30 A peak | 24 A (EU) |
| 30% | 18 A cont | 22 A peak | 18 A (EU) |
| 25% | 15 A cont | 20 A peak | 15 A (EU) |
| 16% | 9.6 A (EU) | ||
| 10% | 6 A (EU) | ||
The analog signaling specified in accordance with IEC 61851-1, with a very modest address range, is currently being supplemented by a bidirectional communication channel based on IPv6 with regard to the planned smart grid integration of the electric and hybrid vehicle charging infrastructure . The communication and associated test and conformity requirements are described in the ISO 15118 standard. The data transmission can be wired with the help of Powerline Communications (PLC) or (from ISO 15118 Edition 2) non-wired.
Voltage and current
The use of the type 2 can be carried out either single-phase network with a commercial AC voltage of 220 V to 240 V or three phase with a voltage of 400 V. The plug is usually designed for a current of up to 63 A.
Tesla is the only provider that enables both AC and DC charging based on the IEC 62196 Type 2 specification . The transferred charging power was given as 120 kW, from 2019 even higher. For its Model 3, which has been shipping in Europe since 2019, Tesla chose the IEC 62196-3 Combined Charging System (CCS) standard for charging with direct current, which comes with a higher maximum charging power than the proprietary Tesla solution.
compatibility
The pin diagram of the type 2 vehicle coupling is only compatible with the associated vehicle connector or with a Combo2 vehicle connector that combines alternating current and direct current charging.
The type 2 connector system is used in a slightly modified form in the European versions of the Tesla Model S and Tesla Model X electric cars and in the European Tesla superchargers .
safety
Voltage is only switched on when the plug is plugged in and the PP is recognized.
Reverse polarity protection
The otherwise round charging plug is strongly flattened in the upper third. If the plug is twisted to the socket, it is not possible to get the contacts into the socket. The handle is bent backwards so that the plug turns into the correct position by itself when you pick it up when you pull the cable downwards.
Locking
During the charging process, the plug is locked on the charging station so that it cannot be pulled out under load. The lock is controlled by the vehicle and the charging station. The demands on the lock are high and go beyond those of an actual lock. Locking is normally powerless; However, because there is no latch and the socket and plug are not automatically positioned correctly in relation to one another, the user is also given the task of bringing the plug into the correct position. The force required for this is also necessary for unlocking, because every pull on the plug allows the force to act directly on the locking pin and can thus pinch it.
- Finger safety (no contacts can be reached with normal fingers)
- Leading protection and CP control contact
- good mechanical strength
- Impossibility of using adapters
- strong current-carrying contacts
- Ability to unlock even in the event of a power failure
Residual current protection
IEC 62196 sockets should be protected in house connection installations with a type B residual current circuit breaker if it is not ensured (e.g. by galvanic isolation) that no special DC residual currents occur. This is the case with single-phase charging and only an inexpensive type A residual current circuit breaker is required. With three-phase charging, it depends on the technical implementation of the charging technology. The Renault ZOE uses part of the drive converter as a charger and therefore has no galvanic isolation. The security is ensured by extensive internal protection tests.
Type B residual current circuit breakers are AC / DC sensitive and specially designed for circuits with inverters and frequency converters . Conventional type A residual current circuit breakers lose their full functionality in the event of a ground fault in the electric car circuit behind the rectifier bridge due to the DC residual current that then occurs in the secondary AC circuit.
Web links
Individual evidence
- ↑ Claude Ricaud (Chairman, EV Plug Alliance): Hearing for examination of the Directive for alternative fuels infrastructure (PDF; 234 kB) Committe on Transport and Tourism (TRAN) of the European Parliament. June 18, 2013. Retrieved July 2, 2013: "Directive should prescribe the use of both basic Type 2 socket (as written today) and Type 2 with safety shutters, compatible with the existing type 2 plug"
- ^ Georg Giersberg: Electric cars: The Mennekes plug is a European standard. In: faz.net. Frankfurter Allgemeine Zeitung GmbH, February 3, 2013, accessed December 30, 2015 .
- ↑ a b Mark Kane: Tesla Model S Charging Inlet In Europe . In: insideevs.com . August 18, 2013. Retrieved November 1, 2019.
- ↑ AC charging cables for electric cars, charging stations and wall boxes . Phoenix Contact GmbH; accessed on September 18, 2019
- ↑ The anode of the diode on CP.
- ↑ a b c Anro Mathoy: Definition and implementation of a global EV charging infrastructure (PDF; 319 kB) BRUSA Electronics. January 17, 2008. Archived from the original on March 7, 2012. Retrieved on April 8, 2012.
- ↑ a b SAE J1772 - SAE Electric Vehicle Conductive Charger Coupler ( MS Word ; 756 kB) Appendix A, Typical Pilot Line Circuitry. August 2001. Retrieved April 9, 2012.
- ↑ Phoenix Contact: Standard-compliant activation of the Control Pilot and Proximity Plug interfaces between the electric vehicle and the charging station. (PDF; 1.45 MB) p. 21 , accessed on March 11, 2019 .
- ↑ Abstract IEC 61851-1: 2017 , International Electrotechnical Commission, TC 69. Accessed March 10, 2017.
- ↑ International Testival - The rapid adaptation of a young standard - Developer blog. www.smart-v2g.info, accessed on November 23, 2014.
- ↑ Overview of the standardization activities in ISO / TC 22 / SC 31 , accessed on March 10, 2017.
- ↑ Tesla is increasing the charging rate on European V2 superchargers to 150 kW. In: TESLAmag. August 29, 2019, accessed November 1, 2019 .
- ↑ REVIEW: Type 2 Charging Cable with Built-in Chargeport Opener . TESLARATI. June 5, 2015. Accessed March 21, 2017.
- ↑ VDE 0160; EN 50178 chapter 5.2.11.