Charging Station standards

One member of the focus group, who preferred not to be named, said: "They [the Italians and French] argue: 'What if a child stuck a nail into the plug?' You may as well ask: 'What if a meteorite hit the child before the child stuck a nail in the plug?' so unlikely is that eventuality."

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... on the Mennekes Plug .. simply nothing, cause is unpowered without "communication" with the car ...

It would not surprise me in the least if the oil companies give a bunch of money to any idiot who wants to propose their own charging plug standard.
Anything they can do to fragment and delay the process is in their interest.

If the Model S 300 mile battery can be charged in 40 min, Tesla might already exceed 90 kW fast charging, and since the SAE fast charging standard (max 90kW) isn't even ready yet, Tesla might have to introduce its own specifications, if not even its own socket. Will the Model S have 3 sockets then?

By mass-production of internal charger for Model S, its quite easy to produce an external and inexpensive but more powerful charger being optimized for use by Models S with quick charge. 3 internal charger = 1 external charger at 3-phase 277/480V with at least 60kW maybe up to 100kW

Tesla said somewhere that the 230 mile battery is the 45 minute target. We discussed before that this is close to the 90kW standard.

What does the text say?

Those two small pins at the bottom are new and look vulnerable.

look's like a combination of J1772 and the two Big-ones for DC - charging ..

Argonne National Laboratory describes the global status of EV charging infrastructure standardization

...Photo: Argonne National Laboratory proposed Combo Connector.
2011 Hybrid Vehicle Technologies / Electric Vehicle Symposium (Anaheim, California: February 2011 9 to 11)
General Charge Level 1, Level 2 and Level 3's global fast charging standard situation.
...

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Plug-In 2010: Two Solutions for DC Fast Charging of EVs | Keen For Green

...
The other standard is an enhancement under study to the existing AC charging standard, SAE J1772-2009. Now that the this existing AC standard is widely accepted for all vehicles targeted for the United States, the SAE has shifted focus toward modifying it to also accommodate DC charging . This DC enhancement is still emerging, and therefore has not been implemented on any vehicles or charges yet.
At Plug-In 2010, SAE publicly proposed the “Combo Charging Connector” concept. It defines the outline geometry for the AC core and also for the DC extension. The AC core in North America and Japan would be based on the existing J1772-2009 layout for AC. The AC core in Europe would use the layout based on a connector design from Mennekes. The inclusion of the DC extension is optional, and if included, will be universal across all regions...

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EV_de said:

look's like a combination of J1772 and the two Big-ones for DC - charging ..

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It is. Talked about many times on the forum already.

An interesting subtext to all this is that there seems to be a tacit acknowledgement that in Europe, Mennekes has won for AC charging.

(Slide says DC L2, not L3...)
Electric vehicle charging standards | V is for Voltage electric vehicle forum

http://www.transportation.anl.gov/batteries/us_china_conference/docs/conference_brochure.pdf



http://www.sae.org/smartgrid/chargingspeeds.pdf

I wonder if Tesla has a proprietary socket or will use the proposed J1772+DC (or CHAdeMO?). Given Model S volumes, it may make it the De facto standard in the US (although that probably doesn't mean much given how fast the HPCs were swapped out for J1772). They are probably hiding the charging port for this reason.

There's not a lot of time between production and now and there's still no clear picture what Level 3 charging standard will dominate. I prefer J1772+DC more though (or any solution that extends the Level 2). Saves having extra signaling pins and the area taken up is less than having a separate socket like CHAdeMO.

Hopefully Tesla is communicating with the SAE committee responsible for the DC Level 3 since the Model S will likely be the first using 90kW charging in significant numbers (made more urgent since Tesla is launching the 300 mile pack first).

Whose to say that the alphas even have the fast DC charge yet?

I'd prefer this:
http://www.bpiconference.com/blog/wp-content/themes/bpiconference/media/mcbeth.pdf

Single and three phase AC, DC options all in the same connector including TEPCO/Chademo level power (DC Mid). Even higher power DC with the addition of two more pins, all with a common dual use port. It's versatile, forward looking, and should be the global standard.

I've been a fan of this Mennekes connector since I first saw it and I'm still annoyed it looks like we're getting stuck with Yazaki J1772 and TEPCO here in the states.

Starting on page 13 of this presentation
http://publicaa.ansi.org/sites/apdl/Documents/Meetings%20and%20Events/EDV%20Workshop/Presentations/Nieminski-ANSI-EDV-0411.pdf
is a slide for each of the current charging connector standards (including the French/Italian one with shutters).

I really don't get it. The 'Mennekes' proposal has it all, one-phase, three-phase and DC, all in one connector! Why is it still this big issues?

And shutters aren't really needed are they? When there is no Pilot signal, no current is available on the pins, so no risk of getting a shock.

Do any of these connector provide for any mechanical means to aid in coupling and decoupling all those pins? This is one feature of the Tesla connector with the pin in the spiral groove and the twist barrel that I haven't noticed on any of these designs. I would imagine that with the high pin count and especially with the large pins it could take quite a bit of pushing force to mate these connectors. Seems like a much sturdier connector mount then the Roadsters would be required.



This graphic does indicate a bottom trigger in addition to the upper latch trigger, but the actual photo up thread shows no evidence of any coupling assistance. There may be evidence of push pins to aid in decoupling.