SAE J1772
The SAE J1772 standard (also known as connector type 1 ) describes a range of connectors and charging modes for electric vehicles and is maintained by the Society of Automotive Engineers (SAE).
history
The idea goes back to a decision of the California emission Protection Agency back (CARB), which required the automaker, from 1996 zero emission vehicles ( Zero Emission Vehicles ) offering, which they complied with the aid of electric vehicles. The first series from 1996 was equipped with the Magne Charge charging system (SAE J1773), which worked with an inductive " paddle ". The conductive charging system (SAE J1772) also presented in 1996 was not used. However, the commission came to the conclusion that the inductive charging system did not meet the requirements and called for a revision of the wired charging system. In 2001, SAE J1773 was therefore withdrawn and replaced. All vehicles with a Magne Charge system were recalled and most of them were scrapped .
SAE J1772, which was passed in 2001, contains the specifications of CARB, including various charging modes that allow faster charging with 240 volts in addition to the 120-volt household connections common in North America. The SAE J1772-2001 charging plug was rectangular and was based on a design by Avcon and is therefore related to the Marechal charging plugs commonly used in Europe (which have two additional conductors for three-phase connection). Introduced elements such as the signaling of the charging current were included in IEC 62196: 2001 in parallel.
In 2009 a revision of the standard was passed that included a new connector type based on a design by Yazaki that was now round. This SAE-J1772-2009 charging connector was included in the IEC 62196-2 : 2011 standard as Type 1 ("Type 1"). The plug type has five plug contacts - two contacts for single-phase alternating current, one grounding, and two signal contacts that are compatible with the signal contacts as defined in 2001. The plug contacts were designed in the new design for fast charging up to 80 amps.
Charging plug
The charging plug defined in 2009 is designed for the 120/240 volt single-phase three-wire network available in North America . The design is designed for 10,000 mating cycles, i.e. at least 27 years with a daily mating cycle. The plug is around 43 millimeters in diameter and has five contacts: two current-carrying contacts ( outer conductor / neutral conductor L1 and L2 / N), a protective conductor (PE) and two signal contacts (CP and PP).
Loading areas
The specifications of the emission protection authority CARB differentiate between three charging areas: Level 1, Level 2 and Level 3. CARB "Level 1" is used for connection to simple household sockets with 120 volts with a maximum of 16 amps (IEC 61851 Mode 1), where the protective conductor is grounded can be. The CARB "Level 2" allows the use of the device connections with 240 volts with a maximum of 32 amps (IEC 61851 mode 2), which taps the two outer conductors in the three-wire network. The CARB "Level 3" describes fast charging with direct current of up to 400 volts (61851 Mode 4). In the 2009 revision, level 2 was extended so that it also allows 80 amps with the new Yazaki design and correspondingly thick cables.
The CARB specifications have been adopted in the SAE standard, but a distinction is made between charging currents ("AC Level 1" and "AC Level 2") and direct current ("DC Level 1" and "DC Level 2"). A charging plug with two additional contacts was also defined for use with direct current, but this was never used (instead, the TEPCO -compatible plug of CHAdeMO charging stations is spreading ). No connector model has yet been certified for the extension with 80 amps.
The SAE is working on enhancements to the specification, including an "AC Level 3" for charging with three-phase current. There were also templates for direct current charging , with the introduction of the Combined Charging System from leading automobile manufacturers, SAE is working on its integration.
| Loading area | nominal voltage | Phases | Max. Current | power |
|---|---|---|---|---|
| AC level 1 | 120 V | 1 phase with neutral conductor (L1-N) | 13 A 16 A |
1.9 kW |
| AC level 2 | 240 V | 1 phase via outer conductor (L1-L2) | 32 A (2001) 80 A (2009) |
19.2 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). A charging station applies a voltage of 12 volts to the pilot contact CP ( Contact Pilot ) and the proximity switch PP ( Proximity Pilot , also Plug Present ). 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.
A charging station will apply a voltage of +12 V to the pilot contact CP via a 1 kΩ resistor and, if the vehicle is connected, indicate that it is ready with a 1 kHz square wave (signal range ± 12 V ± 0.4 V). On the side of the electric vehicle, the circuit from CP is fed back to the protective conductor PE via a resistor and a diode. 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. The electric vehicle can request a charge release via the resistor - a mode 3 compatible vehicle is reported with 2700 Ω (" vehicle detected ") that is not yet requesting a charge. At 880 Ω the vehicle is ready for a charging current (" ready ") and at 240 Ω ventilation is also requested (" with ventilation "), which makes no difference outdoors, but cuts the charging current indoors if there is no ventilation. The charging station reports the maximum power output to the vehicle via pulse width modulation of the square wave - 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 a quick charge with 90% PWM.
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 the vehicle is activated for charging ( via 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 only reacts 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.
The pulse width on the 1 kHz CP signal shows the maximum current load - according to SAE, this includes the charger socket, cable feed and socket on the vehicle. 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 it by 0.6 A for every 10 µs pulse width to define the continuous load of the connection (with a minimum of 100 µs = 6 A and a maximum of 800 µs = 48 A).
| Total resistance CP-PE | 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 |
| PWM | SAE permanent | SAE for a short time | IEC omnicharge |
|---|---|---|---|
| 50% | 30 A cont | 36 A peak | 32 A (EU) |
| 40% | 24 A cont | 30 A peak | 25.5 (EU) |
| 30% | 18 A cont | 22 A peak | 19 A (EU) |
| 25% | 15 A cont | 20 A peak | 16 A (EU) |
| 16% | 10 A (EU) | ||
| 10% | 6 A (EU) | ||
The PP contact, also known as the "plug-present" contact (plug-connected indicator), provides information via switch S3, as described in the graphic "Connection diagram of the J1772 signal contacts", as to whether the plug is being pulled. For this purpose, the switch S3 is mechanically connected to the locking pawl in the plug as an opener. The ground loop between PP and protective conductor is 150 ohms when idle. If you operate the connector release latch by hand, the resistance in the earth loop increases to 470 ohms due to the switch S3 that is now opening. The charging electronics in the vehicle can use this information to interrupt the charging process and thus enable the plug to be disconnected from the vehicle without voltage or power. The two resistors R6 and R7 are built into the connector for this purpose.
| Type 1 connector | not connected | Button (S3 latch on the plug) pressed | connected |
|---|---|---|---|
| Measuring voltage PP-PE | +4.5V | +3.0 V | +1.5 V |
SAE J1772 does not provide for a connection between the PP contact and the charging station, so the PP contact in the European Mennekes type 2 connector system can be used to code the maximum amperage of the charging cable.
GreenPHY
The signaling from 2001 is essentially limited to securing the load limits of the system, the communication between the charging station and the vehicle's battery management system with voltage ranges and PWM width is too tight and susceptible to failure for modern requirements. Instead of changing the protocol to the digital CAN bus commonly used in Japan and China , it was decided to supplement the existing protocol for the Combined Charging System . The additional process provides the Vehicle to Grid function based on a Homeplug GreenPHY carrier frequency system that can use existing contacts. The development is being pushed forward in the ISO / IEC 15118 working group.
Locking
To prevent voltage peaks and the associated arcing when the plug is removed, the plug is locked during the charging process. In the case of the type 1 connector, this is purely mechanical: there is a latch on the top that locks into place when it is inserted into the charging station. If the latch is released by a pressure lever, this is reported to the charging electronics of the vehicle via an opener via the PP contact and the charging process is ended immediately.
Individual evidence
- ↑ The anode of the diode on CP.
- ↑ a b c Arno Mathoy: Definition and implementation of a global EV charging infrastructure (PDF; 319 kB) BRUSA Electronics. January 17th, 2008. Archived from the original on March 7th, 2012. Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved 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.
- ↑ Components for electric vehicles - Mennekes charging inlet for vehicles (according to IEC 62196–2) (PDF; 1.2 MB) Archived from the original on September 25, 2013. Retrieved on January 4, 2016.
- ↑ EV simulator for charging devices with charging plug / charging coupling type 2 as service case (PDF; 769 kB) Archived from the original on January 8, 2014. Retrieved on January 4, 2016.
- ↑ ISO 15118-3: 2015
