SAE J3105 is a recommended practice for automated connection devices (ACD) that mate chargers with battery electric buses and heavy-duty vehicles. The practice is maintained by the SAE International with the formal title "Electric Vehicle Power Transfer System Using Conductive Automated Connection Devices Recommended Practice", and was first issued in January 2020. It covers the general physical, electrical, functional, testing, and performance requirements for automated conductive DC power transfer systems intended for heavy duty vehicles, focusing primarily on transit buses .
41-441: J3105 defines a common automated conductive charging system architecture so that any vehicle selecting one of the supplemental specific ACD implementations can use any charger that complies with that specific implementation, regardless of manufacturer, similar to how the earlier IEC 62196 , SAE J1772 , and SAE J3068 standards define the characteristics for a manually-plugged electric vehicle supply equipment interface. SAE formed
82-482: A tethered station, in which case the cable is permanently attached and only the latter two interfaces are relevant. In Europe, untethered stations may be offered, where the cable is detachable and all four interfaces are present. This configuration consists of a vehicle coupler (vehicle connector and vehicle inlet). Because the original design was made by the manufacturer Yazaki and first published in SAE J1772 , it
123-431: A Level 1 vehicle could connect to a Level 2 charger and would receive an appropriate amount of power. Specific requirements for the charging station and communication are governed by IEC 61851 -23 and ISO 15118 . When a vehicle approaches a charger, wireless communications via IEEE 802.11n will pair the vehicle and charger. The initial communication will be used to guide the vehicle's driver to an appropriate position so
164-475: A configuration FF connector. It is also used in India. This IEC technical specification describes how vehicle connectors and vehicle inlets according to IEC 62196-3 can be used with cables with quite small conductor cross section if thermal management is applied. Thermal management uses thermal sensors and adjusts the current to limit the temperature rise of the cable assembly. The first edition, IEC TS 62196-3-1:2020,
205-401: A general description of the interface between an electric vehicle and a charging station as well as general mechanical and electrical requirements and tests for plugs, socket-outlets, vehicle connectors and vehicle inlets that are intended to be used for EV charging. It does not describe specific designs, which can be found in the other parts of the standard. The first edition, IEC 62196-1:2003,
246-501: A maximum current of 70 A only for single-phase applications. Configuration type 2 differs from the first proposal by Mennekes that was presented in the German standard VDE-AR-E 2623-2-2 that was published in 2009 and withdrawn in 2012, when the German version of IEC 62196-2:2011 became available. Pins and sleeves were swapped between the inlet and the connector and the dimensions were slightly changed. Another similar but different design
287-548: A passive vehicle contact. However, in the blade implementation, a funnel-like "scoop" on the roof of the bus is used to mechanically guide the charger shoe onto a "blade" charging contact at the rear roof of the bus. The blade implementation is slower to engage than the cross rail, but the docking process to mate the vehicle to the charger is more automated. The blade implementation was developed by Proterra for its line of battery-electric buses. Proterra offered royalty-free access to its patented design starting in 2016. Despite this,
328-1002: Is a series of international standards that define requirements and tests for plugs, socket-outlets, vehicle connectors and vehicle inlets for conductive charging of electric vehicles and is maintained by the technical subcommittee SC 23H “Plugs, Socket-outlets and Couplers for industrial and similar applications, and for Electric Vehicles” of the International Electrotechnical Commission (IEC). Plugs, socket-outlets, vehicle connectors and vehicle inlets according to this series of standards are used in EV supply equipment according to IEC 61851 series or IEC 62752 and in electric vehicles according to ISO 17409 or ISO 18246 . Most plugs, socket-outlets, vehicle connectors and vehicle inlets according to this series of standards provide additional contacts that support specific functions that are relevant for charging of electric vehicles, e.g. power
369-523: Is colloquially known as the Yazaki connector or J1772 connector . It features a round housing, which has a notch on the vehicle inlet for proper orientation, with five pin-and-sleeve contacts for two AC conductors, a protective conductor and two signal pins that are used for the control pilot function (according to IEC 61851-1 Annex A) and for proximity detection (using an auxiliary switch and no current coding, according to IEC 61851-1 Annex B). When inserted into
410-558: Is described by the Chinese standard GB/T 20234.2. Within the European Union, regulation requires all public AC charging stations to be equipped with a type 2 socket-outlet or a type 2 connector. This configuration generally consists of a socket-outlet and plug. Because the original design was made by the manufacturer Scame , it is colloquially known as the Scame connector . Typically, Type 3C
451-547: Is encountered on charging infrastructure (but not vehicles) because it provides a shutter to prevent touching the contacts, which is a requirement for publicly-accessible EVSE in 12 European countries. It features an oval housing, which is flattened on two sides for proper orientation, with up to seven pin-and-sleeve contacts for up to four AC conductors, a protective earth conductor and one or two signal pins that are used for simultaneous proximity detection and current coding (according to IEC 61851-1 Annex B) and, where present, for
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#1732859056531492-462: Is intended to be used with DC charging stations that implement System B according to IEC 61851-23 and CAN communication according to IEC 61851-24 Annex B. It is mostly used in China, where the same technical solution is described by the standard GB/T 20234.3. Configuration CC and DD are reserved for future use. Configuration EE is colloquially known as the “CCS1 connector” or “Combo1 connector”, because it
533-571: Is not supplied unless a vehicle is connected and the vehicle is immobilized while still connected. Several parts of this series of standards have been published as European standards (EN 62196 series) which in turn have been published as British standards (BS EN 62196 series). Similar requirements are contained in SAE J1772 which is widely applied in the US. The following parts of IEC 62196 series have been published: Additional parts of IEC 62196 are under preparation (as of April 2024): IEC 62196-1 provides
574-483: Is used within the Combined Charging System and extends the type 1 coupler . Configuration EE is intended to be used with DC charging stations that implement System C according to IEC 61851-23 and PLC communication according to IEC 61851-24 Annex C and ISO 15118-3. It is mostly used in the US, where the same technical solution is described by the standard SAE J1772. Configuration FF is colloquially known as
615-547: The Chademo organisation. The original design was first published in the Japanese standard JEVS G105-1993. This coupler is intended to be used with DC charging stations that implement System A according to IEC 61851-23 and CAN-communication according to IEC 61851-24 Annex A. It is mostly used in Japan and in countries with many electric vehicles that were designed in Japan. Configuration BB
656-505: The Port of Long Beach has announced its intentions to convert an existing fleet of 33 diesel-powered tractors to battery-electric drivetrains, which will include the installation of charging stations. The quantity of charging stations, built by Tritium and fitted with the Stäubli QCC system, will be sufficient to allow all 33 tractors to be charged simultaneously. The Long Beach charger installation
697-466: The SAE J3068 recommended practice in 2018, building on work from existing international standards for charging using three-phase AC power. J3068 defines a manual Type 2 connector that can be used for both AC charging or DC charging up to 1000 V. Transit operators may use opportunity charging to extend the range of electric buses while stopped on a layover. This is in contrast to depot charging, where
738-731: The Medium and Heavy-Duty Vehicle Conductive Charging Task Force in 2016 to develop a recommended practice for heavy-duty electric vehicle conductive charging. Participants in the Task Force included transit bus manufacturers ( Gillig , New Flyer , Nova Bus , Proterra ), charger manufacturers ( ABB , Heliox , Opbrid , Siemens , Toshiba ), interface manufacturers ( Furrer+Frey , SCHUNK, Stäubli , Stemmann ), electric utilities ( EPRI , SMUD , SCE ), transit operators ( APTA , CTA , King County Metro , LACMTA , NYCTA ), and interested parties ( ANL , CalStart , CEC , CTE ). The Task Force first published
779-458: The US and Japan. This configuration consists of a plug and socket-outlet that support charging in mode 3, as described in IEC 61851-1, and a vehicle coupler, consisting of vehicle connector and vehicle inlet, that supports charging in modes 2 and 3. (Within this configuration, IEC 62196-2 additionally describes a connector for mode 1 and an inlet for all modes 1, 2 and 3, but these are not used.) Because
820-419: The blade design was not adopted by other manufacturers and the blade implementation was eventually dropped from J3105 during development, some time after 2018. Proterra has since adopted J3105-1 (pantograph-down) or J3105-2 (pantograph-up) charging systems for newer buses. IEC 62196 IEC 62196 Plugs, socket-outlets, vehicle connectors and vehicle inlets – Conductive charging of electric vehicles
861-533: The buses are charged at a common garage or storage facility while out of service. An ACD system may be used for both opportunity and depot charging. For instance, the Schiphol Airport bus depot has overhead chargers at both 30 kW (depot charging) and 450 kW (opportunity charging) for its all-electric bus fleet. J3105 defines two current levels of DC charging, with supply voltage from 250 to 1000 V: These levels are mutually compatible; for instance,
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#1732859056531902-540: The charging contacts remain fixed in place while the bus extends a pantograph up from its roof to meet the charger. The charging contacts are on the underside of a long hooded enclosure to facilitate the bus and charger contact connection. The bus up implementation has been adopted by VDL Bus & Coach using chargers provided by Heliox, with both companies based in The Netherlands. The Amstelland-Meerlanden [ nl ] charging depots at Schiphol Airport were
943-462: The connection can be made, and communications will go through the Control Pilot interface after the vehicle is connected. Only four interface connections are defined by J3105. The specific physical interfaces are defined in the supplemental recommended practices. J3105 includes three supplemental recommended practices for specific ACD implementations: The physical characteristics are described in
984-475: The contacts can not be touched by the standardized test finger. Since the second edition of the standard, additional touch protection of the contacts can optionally be provided by shutters. When inserted into the inlet, the connector is held in place by the locking mechanism, which is attached to the inlet. The same concept is used by the socket-outlet to hold the plug in place. IEC 62196-2 describes this configuration with operating currents up to 63 A, allowing
1025-409: The control pilot function (according to IEC 61851-1 Annex A). When inserted into the vehicle inlet, a lug on the connector is held in place by the cap covering the vehicle inlet, similar to the mating of IP44 IEC 60309 connectors. The same concept is used by the socket-outlet to hold the plug in place. The first edition, IEC 62196-2:2011, was published in 2011. The second edition, IEC 62196-2:2016,
1066-455: The largest electric bus charger installation in Europe when they were completed in 2018, including 23 450 kW opportunity chargers and 84 30 kW depot chargers from Heliox, servicing a fleet of 100 VDL Citea SLFA articulated buses equipped with bus-up pantographs. Heliox also introduced a dual-interface system compatible with both top-down (J3105-1) and bus-up (J3105-2) vehicles in 2018. In
1107-447: The modes 1, 2 and 3 as described by IEC 61851-1. The specific designs are grouped into three configurations. The designs are described with sufficient detail to allow compatibility between products of different manufacturers. IEC 62196-2 describes three different designs (Types 1, 2, and 3) with different configurations and dimensions which support: Each design includes male and female connectors, generally arranged as The EVSE may be
1148-549: The original design was made by the manufacturer Mennekes , it is colloquially known as the Mennekes connector . It features a round housing, which is flattened on one side for proper orientation, with up to seven pin-and-sleeve contacts for up to four AC conductors, a protective conductor and two signal pins that are used for the control pilot function (according to IEC 61851-1 Annex A) and for simultaneous proximity detection and current coding (according to IEC 61851-1 Annex B). By design,
1189-631: The pin and socket ACD implementation (officially, "Enclosed Pin and Socket Connection"), a pin is inserted horizontally from a curbside charging station into a socket with a guiding funnel on the roof of the vehicle. The pin and socket implementation was developed by Stäubli , who market it as the Quick Charging Connector (QCC). QCC has been implemented on a test basis at ports in Hamburg (6 charging stations and 25 automated guided vehicles [AGV]) and Singapore (3 stations and 22 AGVs). In addition,
1230-461: The specific ACD implementations. Each of the recommended practices for specific ACD implementations includes the conductor dimensions and spacing, and the required alignment and connection procedure. A small amount of misalignment is tolerated, depending on the specific implementation: In the cross rail ACD implementation (officially, "Infrastructure-mounted Cross Rail Connection"), a curbside charging station includes an overhead structure overhanging
1271-474: The street. After the bus pulls up to the charging station, contacts are lowered from the overhead charger on a pantograph and connect to rails mounted on the forward roof of the bus. The cross rail implementation is marketed commercially as OppCharge (opportunity charging) and the OppCharge consortium, led by Volvo Buses , includes several bus and charging infrastructure manufacturers. The first OppCharge station
SAE J3105 - Misplaced Pages Continue
1312-488: The temperature rise test to include additional points of measurement, and includes additional tests for accessories to address thermal stresses and stability, mechanical wear and abuse, and exposure to contaminants. Rated AC and DC voltages and currents in IEC 62196-1:2022 are as follows: IEC 62196-2 extends IEC 62196-1 and describes specific designs of plugs, socket-outlets, vehicle connectors and vehicle inlets that are intended to be used for AC charging of electric vehicles in
1353-410: The vehicle inlet, the connector is held in place by a mechanical latch, which is part of the connector. IEC 62196-2 describes this configuration with an operating current up to 32 A, allowing a maximum current of 80 A only for applications in the US, where this higher operating current is also described by SAE J1772. This configuration only supports single-phase charging. It is widely used in
1394-524: The “CCS2 connector” or “Combo2 connector”, because it is used within the Combined Charging System and extends the type 2 coupler . Configuration FF is intended to be used with DC charging stations that implement System C according to IEC 61851 -23 and PLC communication according to IEC 61851-24 Annex C and ISO 15118 -3. It is a global standard. Within the European Union, regulation requires all public DC charging stations to be equipped with
1435-609: Was completed in December 2023. A fourth ACD implementation ("Infrastructure-Mounted Blade Connection" or "Blade") was part of the preliminary development, but marketing was discontinued during development of the J3105 standard and the Blade implementation was not included in the initial issue. The blade ACD implementation ("Infrastructure-mounted Blade Connection") is similar to the cross rail implementation, as both use an overhead charging device with
1476-598: Was deployed at the end of 2016 in Bertrange , Luxembourg by ABB for hybrid buses built by Volvo. In the United States, the first OppCharge stations were deployed in 2019 by New Flyer Infrastructure Solutions as on-route chargers for the New York City Transit Authority along its M42 route. The bus up ACD implementation (officially, "Vehicle-mounted Pantograph Connection") also uses an overhead charger, but
1517-424: Was published in 2003. This edition was applicable to plugs, socket-outlets, connectors, inlets and cable assemblies for AC and DC charging of electric vehicles with rated voltages and rated currents as follows: Typical connectors and inlets that were built according to this edition of the standard used spring-loaded butt contacts and were made by Avcon and Maréchal Electric . The second edition, IEC 62196-1:2011,
1558-413: Was published in 2011. One significant change was the increase of the maximum voltage of connectors, inlets and cable assemblies for DC charging to 1500 V. The development of this edition was coordinated with the first edition of IEC 62196-2, which describes several configurations of pin-and-sleeve contacts for AC charging. The third edition, IEC 62196-1:2014, was published in 2014. One significant addition
1599-406: Was published in 2014. The second edition, IEC 62196-3:2022, was published in 2024. All configurations consist of a connector and inlet. Configurations with the letters CC and DD were discussed during the work on the document but are not specified in the published version of IEC 62196-3:2014. Configuration AA is colloquially known as the “Chademo connector”, because it was designed and is used by
1640-629: Was published in 2016. The most significant change was the introduction of optional shutters for configuration type 2. The third edition, IEC 62196-2:2022, was published in 2022. IEC 62196-3 extends IEC 62196-1 and describes specific designs of vehicle connectors and vehicle inlets that are intended to be used for DC charging of electric vehicles in mode 4 as described by IEC 61851-1 and IEC 61851-23. The specific designs are grouped into several configurations. The designs are described with sufficient detail to allow compatibility between products of different manufacturers. The first edition, IEC 62196-3:2014,
1681-400: Was the general description of a “combined interface” as used by the Combined Charging System . The development of this edition was coordinated with the first edition of IEC 62196-3, which describes connectors and inlets for DC charging. The fourth edition, IEC 62196-1:2022, was published in 2022. This edition includes additional requirements for contact materials and plating, makes changes to