What is the difference between CHAdeMO and CCS?

Electric vehicle charging standard

A CCS1 (Combined Charging Standard 1) DC charging connector, which is used in North America. It is an extension of the J1772 standard AC charging connector. CCS Combo 1 vehicle inlet showing the J1772 and the two DC fast-charging pins Connectors:

Combo 2

(left), compared to IEC

Type 2

(right). Two large direct current (DC) pins are added below, and the four alternating current (AC) pins for neutral and three-phase are removed. Typical Combined Charging System (Combo 2) vehicle inlet

The Combined Charging System (CCS) is a standard for charging electric vehicles. It can use Combo 1 (CCS1) or Combo 2 (CCS2) connectors to provide power at up to 350 kilowatts (kW) (max 500 A).[1] These two connectors are extensions of the IEC 62196 Type 1 and Type 2 connectors, with two additional direct current (DC) contacts to allow high-power DC fast charging. In response to demand for faster charging, 400 kW CCS chargers have been deployed by charging networks and 700 kW CCS chargers have been demonstrated.

The Combined Charging System allows AC charging using the Type 1 and Type 2 connector depending on the geographical region. This charging environment encompasses charging couplers, charging communication, charging stations, the electric vehicle and various functions for the charging process such as load balancing and charge authorization.

Electric vehicles or electric vehicle supply equipment (EVSE) are CCS-capable if they support either AC or DC charging according to the standards listed by the CCS. Automobile manufacturers that support CCS include BMW, Daimler, FCA, Jaguar, Groupe PSA, Honda, Hyundai, Kia, Mazda, MG, Nissan, Polestar, Renault, Rivian, Tesla, Mahindra, Tata Motors and Volkswagen Group,[2][3] as well as Ford and General Motors through the 2024 model year for their North American EVs.[4]

Competing charging systems for high-power DC charging include CHAdeMO (widely used in Japan, previously used in North America and Europe)[5] GB/T (China),[6] and the North American Charging Standard developed by Tesla.[7]

History

[

edit

]

The revival of interest in electric cars spurred deployment of charging stations. Initially, these accessed the abundant AC mains electricity using a variety of plugs around the world. The standardization in IEC 62196 for higher-current charging connectors brought about various systems: Type 1 was used primarily in North America and Japan, and Type 2 variants elsewhere. For DC charging, the SAE and European Automobile Manufacturers Association (ACEA) made a plan to add common DC wires to the existing AC connector types such that there would be only one "global envelope" that fitted all DC charging stations.[8]

Combo connector for DC charging (using only the signal pins of Type 2) and the Combo inlet on the vehicle (allowing also AC charging) Electric car charging with CCS

The proposal for a "Combined Charging System" (CCS) was published at the 15th International VDI-Congress (Association of German Engineers) on 12 October 2011 in Baden-Baden. CCS defines a single connector pattern on the vehicle side that offers enough space for a Type 1 or Type 2 connector, along with space for a two-pin DC connector allowing charging at up to 200 amps. Seven car makers (Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen) agreed in late 2011 to introduce CCS in mid-2012.[9][10] In May 2012, ACEA endorsed the standardization of the Combo 2 connector across the European Union.[11] ACEA were joined later that month by the European Association of Automotive Suppliers (CLEPA) and The Union of the Electricity Industry (EURELECTRIC).[12] Also that month, prototype implementations for up to 100 kW were shown at EVS26 in Los Angeles.[13] DC charging specifications in the IEC 62196-3 draft give a range up to 125 A at up to 850 V.[14]

The seven auto makers also agreed to use HomePlug GreenPHY as the communication protocol.[15] The prototype for the matching plug was developed by Phoenix Contact with the goal to withstand 10,000 connect cycles.[16] The standardization proposal was sent to the IEC in January 2011.[17] The request to use a PLC protocol for the Vehicle2Grid communication was made in September 2009 in a joint presentation of BMW, Daimler and VW at a California Air Resources Board ZEV Technology Symposium.[18] This competed with the CAN bus proposal from Japan (including CHAdeMO) and China (GB/T 20234.3, a separate DC connector standard), and none of their car manufacturers has signed up to CCS. However, China had been involved in early stages of the development of the extra DC pins.[16]

Volkswagen built the first public CCS quick-charge station providing 50 kW DC in Wolfsburg in June 2013 to test drive the VW E-Up that was to be delivered with a DC rapid charger connector for CCS.[19] Two weeks later, BMW opened its first CCS rapid charge station to support the BMW i3.[20] Since at least the second EV World Summit in June 2013, the CHAdeMO association, Volkswagen and Nissan all advocate multi-standard DC chargers, as the additional cost of a dual-protocol station is only 5%.[21]

Since 2014 the European Union has required the provision of Type 2 or Combo 2 within the European electric vehicle charging network.

In Germany, the Charging Interface Initiative e. V. (CharIN) was founded by car makers and suppliers (Audi, BMW, Daimler, Mennekes, Opel, Phoenix Contact, Porsche, TÜV SÜD and Volkswagen) to promote the adoption of CCS. They noted in a press release that most cars cannot charge faster than 50 kW, so that was the first common power output of CCS stations to be built during 2015. The next step was the standardization of stations with 150 kW output that they showed in October 2015, looking to a future system with 350 kW output.[22] Volvo joined CharIN in 2016;[23] Tesla in March 2016;[24] Lucid Motors (previously Atieva) June 2016;[25] Faraday Future June 2016; Toyota in March 2017.[26]

In the United States, BMW and VW claimed in April 2016 that the East Coast and West Coast corridors had "complete" CCS networks.[27] As part of the 2016 settlement of the Volkswagen emissions scandal, VW committed to spend US$2 billion in the United States over the following 10 years on CCS and other charging infrastructure through subsidiary company Electrify America.[28] In this effort, charging stations would be built with up to 150 kW at community-based locations and with up to 350 kW at highway locations. Besides CCS, CHAdeMO charging stations were to be constructed.[29]

In November 2016, Ford, Mercedes, Audi, Porsche and BMW announced they would build a 350 kW (up to 500 A and 920 V) charge network (IONITY) with 400 stations in Europe,[30] at a cost of €200,000 ($220,000) each.[31] Most electric cars have a battery pack voltage below 400 volts. With a maximum charge current of 500 A, up to 220 kW charging is possible.

EVSE manufacturers offer CCS chargers capable of outputs beyond 350 kW. The Terra 360[32] from ABB supports up to 360 kW charging.

CCS chargers capable of 400 kW charging include:

• The Axon Easy 400[33] from Ekoenergetyka
• The HYC400[34][35] from Alpitronic
• The Troniq High Power[36] from EVBox
• The Raption 400 HPC[37] from Circontrol
• The 400 kW DP + 600 kW PC[38] from SK Signet
• The Liquid Cooled Satellite[39][40] from Kempower

In October 2019, Repsol deployed 400 kW CCS chargers near the A-8 motorway at Abanto-Zierbena, Biscay, Spain.[41]

In May 2022, EUROLOOP announced 720 kW charger WILLBERT Amber II S-HUB to be deployed in 2023 across Belgium.[42]

In December 2022, Fastned deployed EVBox Troniq High Power 400 kW chargers in De Watering, The Netherlands, along the A8 near Oostzaan as part of its charging network.[43]

In April 2023, Nxu demonstrated a battery-backed, 700 kW CCS charger[44] in Mesa, Arizona.

In May 2023, Shell opened a new station[45] with 400 kW Kempower chargers in Lonelier outside Kristiansand, Norway.

In first half of 2023, both Ford and General Motors announced that they would transition their North American EV lines from CCS1 to the NACS charge connector beginning with the 2025 model year.[4] These company moves to a competing charging standard prompted a response from the Charging Interface Initiative (CharIN) association, which promotes the CCS standard. They pointed out in June 2023 that "NACS is not a published or recognized standard by any standards body. For any technology to become a standard it has to go through due process in a standards development organization, such as ISO, IEC, and/or SAE."[46]

Technical design

[

edit

]

Terminology for charging components[8]

Versions of the specifications

[

edit

]

The Combined Charging System is meant to develop with the needs of the customer. Version 1.0 covered the currently common features of AC and DC charging, and version 2.0 addressed the near to midterm future. The specifications and underlying standards for CCS 1.0 and CCS 2.0 are described for DC charging in Table 1[citation needed] and for AC charging in Table 2.[47]

The automotive manufacturers supporting CCS committed themselves to migrate to CCS 2.0 in 2018.[citation needed] Thus it is recommended for charging station manufacturers to also support CCS 2.0 from 2018 onwards.

The specifications of CCS 3.0 were not yet precisely defined[as of?]. All features of previous versions shall be preserved to ensure backward compatibility. Potential additional features include:[citation needed]

• Reverse power transfer
• Inductive charging
• Wireless charging communication
• Bus charging with "pantograph" current collector

Charging communication

[

edit

]

Unlike the connector and inlet, which depend on the geographical location, the charging communication is the same around the globe. Generally two types of communication can be differentiated.

• Basic signaling (BS) is done using a pulse-width modulation (PWM) signal which is transferred over the control pilot (CP) contact according to IEC 61851-1. This communication is used for safety-related functions, indicating for example if the connector is plugged in, before contacts are made live (or energized) and if both charging station and electric vehicle are ready for charging. AC charging is possible using the PWM signal only. In this case the charging station uses the duty cycle of the PWM to inform the onboard charger of the maximum available current at the charging station (A pulse width of 5% indicates that HLC shall be used).
• High-level communication (HLC) is done by modulating a high-frequency signal over the CP contact (also known as Power Line Communication or PLC) to transfer more complex information, which may be used e.g. for DC charging or for other services such as "plug and charge" or load balancing. High-level communication is based on the standard DIN SPEC 70121 and the ISO/IEC 15118-series.

Load balancing

[

edit

]

CCS differentiates between two methods of load balancing.[citation needed]

• Reactive load balancing allows changing the energy flow from Electric Vehicle Supply Equipment (EVSE) to EV instantaneously to a specific limit.
• Scheduled load balancing supports reactive load balancing and additionally a planning of the energy flow from EVSE to EV with e.g. different power limits and cost indicators over time. It may for example be used to optimize energy distribution in a smart grid.

Charging authorization modes

[

edit

]

For charge authorization, generally two approaches are foreseen.[by whom?]

• With "plug and charge", the user plugs in their vehicle and an automated authentication and authorization process is started without any further user interaction. Payment is performed automatically.
• With "external payment", the user has to identify with an RFID card at the terminal, or conduct a payment with a payment card, before they can proceed with charging.

Vehicle coupler

[

edit

]

CCS Combo connectors

Combo 1

Combo 2

Displayed approximately to scale.

The vehicle coupler is composed of the vehicle connector, which is mounted at the end of a flexible cable, and the vehicle inlet, the counterpart of the connector, which is located within the vehicle. The CCS couplers were based on the Type 1 coupler, the North American standard, and Type 2 coupler, the European standard, as described in IEC 62196-2. One of the challenges of the Combined Charging System was to develop a vehicle inlet which is compatible with both the existing AC vehicle connectors and additional DC contacts. For both Type 1 and Type 2 this has been accomplished by extending the inlet with two additional DC contacts below the existing AC and communication contacts. The resulting new configurations are commonly known as Combo 1 and Combo 2.

For the DC vehicle connector, the implementation varies slightly between Combo 1 and Combo 2. In the case of Combo 1 the connector is extended by two DC contacts, while the Type 1 portion of the connector remains the same with the AC contacts (L1 & N) being unused. For Combo 2 the AC contacts (L1, L2, L3 & N) are completely removed from the connector and therefore the Type 2 portion of the connector has only three contacts remaining – two communication contacts and a protective earth. The vehicle inlet may retain AC contacts to allow non-CCS AC charging.

In both cases, communication and protective earth functions are covered by the original Type 1 or 2 portion of the connector. The Type 1 and Type 2 connectors are described in IEC 62196-2, while the Combo 1 and Combo 2 connectors are described in IEC 62196-3 as Configurations EE and FF.[citation needed]

Mating table for type 1 and combo 1 coupler   Cable connector Type 1 Combo 1 Vehicle inlet Type 1 AC charging,
single phase Does not mate Combo 1 DC charging Mating table for type 2 and combo 2 coupler   Cable connector Type 2 Combo 2 Vehicle inlet Type 2 AC charging,
single phase or three phase Does not mate Combo 2 DC charging

High-power charging

[

edit

]

As vehicle couplers for DC charging according to IEC 62196-3:2014 Ed.1 allow DC charging only with currents up to 200 A, they do not sufficiently cover the needs of the future charging infrastructure. Consequently, a later edition of the standard supports currents of up to 500 A. Such high currents, however, either require large cable cross-sections, leading to heavy and stiff cables, or require cooling if thinner cables are desired. In addition, contact resistance leads to more heat dissipation. To cope with these technical issues, the standard IEC TS 62196-3-1 describes the requirements for high-power DC couplers including thermal sensing, cooling and silver-plating of contacts.[48] CharIN are investigating versions over 2 MW for electric trucks, and equipment is being tested.[49][50]

Competition for global acceptance

[

edit

]

The Combined Charging System is primarily driven by European and North American car manufacturers. Type 1 and Combo 1 chargers are primarily found in North and Central America, Korea and Taiwan, while Type 2 and Combo 2 can be found in Europe, South America, South Africa, Arabia, India, Singapore, Taiwan, Hong Kong, Oceania and Australia. For DC charging the competing standard GB/T 20234-2015 is used in China, while Japan uses CHAdeMO.

In the European Union, according to Directive 2014/94/EU[51] all high-power DC charging points installed after November 18, 2017, were to be equipped for interoperability purposes at least with Combo 2 connectors.[citation needed] However, this does not prohibit the provision of other charging points using e.g. CHAdeMO or AC Rapid.

The majority[52] of EVs sold in the United States are made by Tesla and therefore do not natively support CCS charging, but instead used the proprietary Tesla connector from the early-2010s through 2022, though newer Tesla cars also support CCS with a separately sold adapter.[53] In November 2022, Tesla renamed its previously proprietary charging connector to the North American Charging Standard (NACS), making the specifications available to other EV manufacturers and allowing it to support the same signalling standard as CCS.[54][55][56][57]

In 2023, Ford Motor Company, General Motors, and Rivian announced that they would use NACS instead of CCS connectors on all future North American BEV models. Vehicles will initially come with an adapter in 2024, but new models starting from 2025 will be built with native NACS ports.[58][59][60]

Subsequently, other EV companies signed agreements for native NACS adoption, including Aptera, BMW Group, Fisker, Honda, Hyundai Motor Group, Jaguar, Lucid, Mercedes-Benz, Nissan, Polestar, Subaru, Toyota, and Volvo. Many major charging networks and charging equipment suppliers also announced support for NACS, including EVgo, FLO, ABB E-Mobility, and EverCharge. NACS was subsequently ratified internationally as standard SAE J3400.

This has led to predictions that CCS1 will soon be obsolete, as it is bigger, heavier and more expensive than NACS.[61][62][63][64][65]

As a result, Hilton Worldwide announced an agreement with Tesla to install 20,000 EVSEs across 2,000 of its properties in North America by 2025.[66]

In many other countries no standard is preferred yet, although CharIN recommended advanced Type 2 and Combo 2 in 2018.[67]

References

[

edit

]

Electric vehicles (EVs) continue to grow in popularity worldwide due to their clean energy and efficient performance. However, with the increasing number of electric vehicles, ensuring the infrastructure is in place to meet their charging needs is critical. One critical component of charging infrastructure is the EV charging connectors, sockets, and plugs used on EVs and electric vehicle charging stations

These EV connectors can vary significantly by country and also the type of EV and charging station. There, unfortunately, isn’t a one-size fits all EV connector. Therefore it is essential to fully understand the different EV connectors, sockets, and plugs available worldwide. In addition, different charging station levels, such as Level 2 and Level 3 (DC fast charging), require specific EV connectors to ensure safe and efficient charging.

Understanding the various EV charging connectors, sockets, and plugs is crucial for EV owners, charging station providers and installers, and policymakers. This complete guide will explore the differences between the available electric vehicle connector types, what countries they are in, how fast they are, and much more. Below shows a visual summary of the electric vehicle connectors that are currently used in the market.

EV CHARGING CONNECTORS

Several EV charging connectors are available, each with unique features and capabilities. Before we look closely at each connector, we must understand that there are two primary electric vehicle charging methods: AC (alternate current) charging and DC (direct current) fast charging. The electrical power that comes from the grid is always in the form of AC, but the battery of an EV can only store energy in DC form. This means the power must be converted before storing it in the battery.

AC charging relies on the onboard charger in the vehicle to convert the AC power to DC. On the other hand, DC fast charging involves converting AC power to DC at the charging station before it flows into the vehicle. DC fast charging allows for a quicker charging experience as it bypasses the vehicle’s onboard charger, delivering more power directly to the battery. This is shown in the illustration below.

Now that we know the difference between AC and DC charging, let’s take a closer look at each type of EV charging connector:

SAE J1772 CONNECTOR – TYPE 1

The SAE J1772 connector, also known as a J Plug or Type 1 connector, is a charging standard used primarily in North America and Japan. It features five pins and can charge up to 80 amps utilizing 240 volts input, providing a maximum power output of an EV charger of 19.2 kW. The J1772 EV connector supports single-phase AC charging for Level 1 and Level 2 EV chargers. The drawback of the Type 1 plug is that it only allows single-phase use and does not have an automatic locking mechanism like the Type 2 (Mennekes) connector used in Europe.

Almost every North American electric car or plug-in hybrid will have a Type 1 plug on their vehicle except for Tesla, which has its own proprietary charging standard. However, they provide a compatible adapter allowing Tesla drivers to charge using a J1772 charger.

EV Connector TypeSAE J1772 (Type 1)Output Current TypeAC (Alternate Current)Supply Input120 Volts or 208/240 Volts (Single-phase only)Maximum Output Current16 Amps (120 Volts) 80 Amps (208/240 Volts)Maximum Output Power1.92 kW (120 Volts) 19.2 kW (208/240 Volts)EV Charging Level(s)Level 1, Level 2Primary Countries USA, Canada, Japan J1772 (Type 1) EV connector, socket, and plug illustration.

MENNEKES CONNECTOR – TYPE 2

The Type 2 connector, also known as the Mennekes connector, is a charging standard used primarily in Europe. It features seven pins and can charge up to 32 amps utilizing 400 volts input, providing a maximum power output of 22 kW. The type 2 connector supports single-phase and three-phase AC charging for Level 2 chargers. The plugs have openings on the side that allows them to lock into place automatically when connected to the EV for charging. The automatic locking between the plug and the EV prevents the charging cable from being removed during charging.

EV Connector TypeMennekes (Type 2)Output Current TypeAC (Alternate Current)Supply Input230 Volts (Single-Phase) or 400 Volts (three-phase)Maximum Output Current32 Amps (230 Volts) 32 Amps (400 Volts)Maximum Output Power7.6 kW (230 Volts) 22 kW (400 Volts)EV Charging Level(s)Level 2Primary Countries Europe, United Kingdom, Middle East, Africa, Australia Mennekes Type 2 EV connector, socket, and plug illustration.

Both type 1 and type 2 EV connectors use the same signaling protocol for communication between the EV charger and the EV itself. As a result of this, electric vehicle manufacturers can produce their vehicles using a uniform process. Then in the final stage of production, they add the appropriate EV connector based on the destination market of the vehicle.

CCS CONNECTOR – TYPE 1

CCS Type 1 (Combined Charging System), or CCS Combo 1 or SAE J1772 Combo connector, combines the J1722 Type 1 plug with two high-speed DC fast charging pins. CCS 1 is the DC fast charging standard for North America. It can deliver up to 500 amps and 1000 volts DC providing a maximum power output of 360 kW.

The Combined Charging System utilizes the same communication protocol as the SAE J1772 Type 1 connector. It enables vehicle manufacturers to have one AC and DC charging port rather than two separate ports.

Most EVs in North America now utilize a CCS 1 plug. Japanese automakers such as Nissan have transitioned from CHAdeMO to CCS 1 for all new models in North America. However, like the SAE J1772 Type 1 plug, Tesla has their proprietary charging standard for North America.

EV Connector TypeCCS 1Output Current TypeDC (Direct Current)Supply Input480 Volts (three-phase)Maximum Output Current500 AmpsMaximum Output Power360 kWMaximum Output Voltage1000 Volts DCEV Charging Level(s)Level 3 (DC fast charging)Primary Countries USA, Canada, South Korea CCS 1 combo charging connector, socket, and plug illustration.

CCS CONNECTOR – TYPE 2

The CCS Type 2 connector, also known as the CCS Combo 2, is the primary DC fast charging standard used in Europe. Like the Type 1 CCS, which combined an AC plug with two high-speed charging pins, the CCS 2 combines the Mennekes Type 2 plug with two additional high-speed charging pins. With the ability to provide up to 500 amps and 1000 volts DC, a CCS 2 charger can also deliver a maximum power output of 360 kW.

Unlike in North America, Tesla 3 and Y owners in Europe can charge their vehicles with a CCS Type 2 charging station, and Tesla S and X owners can use an adapter.

EV Connector TypeCCS 2Output Current TypeDC (Direct Current)Supply Input400 Volts (three-phase)Maximum Output Current500 AmpsMaximum Output Power360 kWMaximum Output Voltage1000 Volts DCEV Charging Level(s)Level 3 (DC fast charging)Primary Countries Europe, United Kingdom, Middle East, Africa, Australia CCS 2 combo charging connector, socket, and plug illustration.

It is important to note that a CCS DC fast charging station will require liquid-cooled charging cables when it delivers more than 200 amps. These liquid-cooled cables would apply to both CCS 1 and CCS 2 electric vehicle chargers.

CHAdeMO CONNECTOR

The CHAdeMO connector is a DC fast-charging standard initially developed by Japanese automakers and released before CCS. It can charge EVs up to 400 amps, providing a maximum power output of 400 kW. To reach the 400 kW output, any CHAdeMO charging stations would require liquid-cooled cables similar to the CCS types. No surprise to see that CHAdeMO is the preferred standard for DC fast charging in Japan. Even so, Japanese auto manufacturers are adapting models to CCS connectors for North American and European markets, so we will likely see fewer CHAdeMO chargers in markets outside of Japan as time progresses. Although not as universal or widespread as CCS, there is still ongoing development with the CHAdeMO protocol to enable even faster charging through their “ChaoJi” technology in partnership with GB/T.

The main difference between CCS and CHAdeMO is that CCS connectors allow car makers to fit only one EV charging port, which can accept AC and DC charging. However, with CHAdeMO, you require a separate charging port for AC, resulting in two charging ports on the vehicle.

EV Connector TypeCHAdeMOOutput Current TypeDC (Direct Current)Supply Input400 Volts (three-phase)Maximum Output Current400 AmpsMaximum Output Power400 kWEV Charging Level(s)Level 3 (DC fast charging)Primary Countries Japan (older model EVs in use globally) CHAdeMO charging connector, socket, and plug illustration.

GB/T CONNECTORS

In China, there are only two types of EV connectors used. Both are named GB/T, referred to as Guobiao national standards, one is for AC-type charging, and the other is for DC-type charging. The GB/T AC connector can provide up to 7.4 kW of power output with a single-phase input. It resembles the appearance of the Mennekes plug used in Europe. However, the cable configuration inside the connector is in a different order, so they are incompatible. The GB/T DC connector can deliver up to 237.5 kW of power output and is the only DC fast charging protocol currently used in China. As mentioned before, there is a partnership between GB/T and CHAdeMO to develop the next generation of EV connectors capable of 900 kW output power.

EV Connector TypeGB/T (AC)GB/T (DC)Output Current TypeAC (Alternate Current)DC Direct Current)Supply Input250 Volts (three-phase)440 VoltsMaximum Output Current32 Amps250 AmpsMaximum Output Power7.4 kW237.5 kWEV Charging Level(s)Level 2Level 3 (DC fast charging)Primary Countries ChinaChina GB/T AC charging connector, socket, and plug illustration. GB/T DC fast charging connector, socket, and plug illustration.

TESLA CONNECTORS

Depending on which part of the world you are in and which model of Tesla you drive will depend on which Tesla plug you need. In North America, Telsa utilizes its proprietary NACS (North American Charging Standard), previously named “Tesla SuperCharger,” for both AC and DC charging. The NCAS connector can deliver up to 250 kW and is only compatible with Teslas. However, they have recently made the EV charging connector available to other EV manufacturers.

Tesla can be charged with different EV connectors outside of North America. As mentioned in Europe and much of the world outside of North America, Telsa 3 and Y utilizes a CCS Type 2 connector. However, models S and X use a modified Type 2 plug and socket with notches at the top and center of the pins to prevent insertion into non-Tesla sockets.

EV Connector TypeTesla NACSOutput Current TypeAC / DCSupply InputSingle or three-phaseMaximum Output Current48 Amps (AC) 400 Amps (DC)Maximum Output Power250 kWEV Charging Level(s)Level 2 / Level 3Primary Countries USA, Canada Tesla’s NACS EV charging connector, socket, and plug illustration.

All EV charging connectors have built-in safety features to protect against overcurrent, ground faults, overvoltage, and high temperatures. These safety features protect the vehicle and the charging station, preventing electrical hazards. When using an EV charging station, it’s vital to make sure you follow all safety guidelines and use the correct charging connector for your vehicle.

The charging speed and power output of an EV charging connector are determined by several factors, including the connector type, the current and voltage of the charging station, and the capacity of the vehicle’s onboard charger. Each EV connector has pros and cons, so whether you are an electric vehicle owner looking to choose the correct connector type for your vehicle or an EV charging installer looking at the best charging connector configuration for your needs, understanding the different types of EV charging connectors is essential.