Recently, I noticed a message from IEC62196 that the standard is entering the release phase. In the article "The ins and outs of the charging interface 1", there is a case of this standard (-2).
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This figure is an overview from page 4 of the EVSE Interoperability Verifying Compatibility and Compliance Theodore Bohn- ANL.
Revisit the charging interface of Type1
1. First of all, it is relatively small, the cost is low, and the usage rate of the pin is 100%. It is considered for the design of most household single-phase electric power supply in many areas. Because of the simplicity of the design, from the 2nd and 3rd pages of EVSE UPDATE John Halliwell, this convenience provides North American suppliers with a good opportunity to make cheap and usable products.
2. Secondly, it is better to combine power and control compatibility between DC and AC. The current target in the standard is 80A, and the actual verification is 30A. Compared with Type2, in the power recombination zone, there will be differences and confusion between facility manufacturers and car manufacturers. Almost the same choice of paths, and each has its own advantages, it will result in different routes and separation of the camp.
The following image is an excerpt from the contents of pages 16 and 18 of the SAEJ1772 Update for IWC PHEV WG Gery Kissel, with screening.
3. I found this proposal to be the first in Japan. After the adoption of SAE, it is impossible to tell who it is.
Look at the situation of Type2
Compatibility
At the time of initial design, the dual head was guaranteed to be compatible with other charging cars.
This image is from IEC 23H PT62196 3_Phase EV Plug and application in Europe
Pay attention to the changes in the original proposal of 2009, the main purpose of this change is to distinguish the charging pile and the vehicle end, so that there is no problem of mixed insertion.
This figure is from IEC_62196-2-X_Proposal_2009-01-29 and the current draft.
2. Multiple uses
This design covers single-phase, three-phase and DC charging. This design is based on the differences in power infrastructure in Germany.
This image is taken from an excerpt from page 23 of the EV Infrastructure Srategic Guidelines OEMUtility Workshops.
3. Current and cable
Among the concepts of this piece, only the end of the vehicle harness is covered. You can't ask for a three-phase out of a place where there is no large-scale household three-phase power, and this part directly overlaps with IEC62196-3. The figure below illustrates the relationship between power VS three-phase wire diameter and single-phase wire diameter.
This image is from page 11 of the EV Infrastructure Srategic Guidelines OEMUtility Workshops.
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