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In December 2023, SAE International published the Technical Information Report (TIR) for J3400, which is an EV charging connector standard based on the North American Charging Standard (NACS) connector. The standardization of NACS as J3400 ensures that any supplier or manufacturer will be able to use, manufacture, or deploy the J3400 connector on electric vehicles (EVs) and at charging stations across North America.
The NACS connector is one of several connector types that enable fast charging of electric vehicles (EVs), in addition to the Combined Charging System (CCS1) and CHAdeMO. NACS can also be used for AC Level 1 and Level 2 charging and is compatible with the J1772 connector for these charging speeds through an adapter.
In May 2023, the Federal Highway Administration (FHWA) published requirements that allow for J3400/NACS adapters to be installed on all federally funded direct-current fast charging (DCFC) chargers as long as there is also a CCS1 connector.
In August 2024, the SAE EV Coupler Task Force voted to establish the J3400 standard as a Recommended Practice, marking a significant step forward in the standardization process. This milestone brings the J3400 standard closer to official publication in a format that can be cited in regulations and used by manufacturers with confidence.
DCFC enables rapid charging of EVs. There are three types of DCFC connectors in the United States:
Most EV models on the market today charge using the CCS1 connector, but most vehicle manufacturers have made commitments to incorporate the J3400 connector beginning in 2025. These companies have also indicated that they will provide J3400 adapters to owners of CCS vehicles beginning in 2024.
When building out EV charging infrastructure, it is helpful to become familiar with industry terminology. The following terms are commonly used:
23 CFR 680 includes the minimum standards and requirements for projects funded under the National Electric Vehicle Infrastructure (NEVI) Formula Program and projects for the construction of publicly accessible EV chargers that are funded with funds made available under Title 23, United States Code.
23 CFR 680 requires that EV charging stations have at least four network-connected charging ports. Each DCFC charging port must be capable of charging any CCS1-compliant vehicle, and each charging port must have a permanently attached CCS1 connector.
Requiring the CCS1 connector on all federally funded EV charging infrastructure ensures that most vehicles on the road today and those coming to market will be able to charge at federally funded stations. The final rule was modified from its original proposal to allow DCFC charging ports to have other "nonproprietary" connectors so long as each DCFC charging port can charge a CCS1-compliant vehicle.
Takeaway: Federally funded EV chargers can include a J3400 connector if there is also a CCS1 connector that meets the minimum requirements in the final rule.
Additionally, J3400 connectors and cables will need to be certified for safety via the UL 2251 certification standard. UL certification tests are required for electrical devices including charging cables, connectors, and chargers, as a whole or as components, to ensure safe operation. J3400 is a new standard and will need to meet the UL 2251 certification test prior to being placed into service.
Takeaway: The SAE standardization process is a key step in establishing J3400 as an open standard and ensuring it can meet safety, performance, and interoperability criteria.
SAE initiated a task force in June 2023 to expedite the standardization of J3400 by the end of 2023. All major Auto OEM and EV charging companies have announced plans to adopt the J3400 connector as early as 2025. Specific details, including whether CCS1 will be phased out entirely, are still unclear; however, every non-Tesla EV produced through 2024 will continue to have a CCS1 port.
Takeaway: The EV industry has announced plans for widespread adoption of the J3400 connector.
Charging adapters are plugged into the charger unit that match the connector pins used in the EV, enabling EV drivers to use a variety of charging stations regardless of the connector type of the vehicle. A number of automakers have announced they intend to offer adapters so any of their EV models are able to charge with a J3400 connector.
Adapters can be portable or attached as a fixture to a charging station. For example, Tesla has the Magic Dock, an attached NACS-to-CCS1 connector that allows a non-Tesla EV owner to plug in at a Tesla Supercharger station.
For federally funded DCFC, adapters should be a permanently attached connector and have been integrated by the charger manufacturer. The charging station must meet all 23 CFR 680 standards and requirements, including but not limited to interoperability, power level, minimum uptime, and certification by a national recognized testing laboratory as well as to the appropriate UL standards.
Certified CCS1 (vehicle) to J3400 (charger) adapters are anticipated to become available in the market in 2024. Adapters that allow J3400 vehicles to use CCS1 chargers are currently available.
Takeaway: Adapters can be considered eligible under the National Electric Vehicle Infrastructure (NEVI) Formula Program as long as they are permanently attached and meet all 23 CFR 680 standards and requirements.
The National Association of State Energy Officials (NASEO) and the American Association of State Highway and Transportation Officials (AASHTO) gathered input via a request for information (RFI) on NACS/J3400 market readiness and standardization.
RFI responses were submitted by Oct. 6., 2023. NASEO received 15 responses, two of which indicated they currently offer a NACS connector. Two responses noted that they expect costs for NACS/J3400 connectors to increase, while most responses did not indicate expected cost for adding NACS/J3400 connectors or retrofitting existing equipment. Six responses indicated that they are waiting for NACS to J3400 standardization before communicating any decisions. Respondents recommended that states maintain flexibility in allowing for the transition to NACS/J3400.
NASEO and AASHTO are also planning to host follow-up conversations with industry and states to facilitate additional information sharing on NACS/J3400 plans and use.
In March 2024, FHWA, in coordination with the Joint Office, released the Request for Information on the J3400 Connector and Potential Options for Performance-Based Charging Standards to solicit input from stakeholders on J3400 market readiness and considerations for potential incorporation into federal requirements. The RFI closed in April 2024. More information is forthcoming.
This is an overview of two automotive-industry standards, SAE J1772 and IEC 61851, with some additional information about charging station connectors. The standards define the voltages and currents allowable and the handshake protocol that the charging station and vehicle must follow.
Standards For the U.S. auto industry, the governing document for electric vehicle (EV) charging is the Society of Automotive Engineers (SAE) standard J1772. In Europe, the standard is IEC 61851. These documents define the requirements for "Electric Vehicle Supply Equipment" (EVSE). J1772 says EVSE has three functions: ac-dc rectification, voltage regulation to a level that permits a managed charge rate, and physically coupling the charger to the vehicle. It also defines several "levels" of charging. The levels correspond to different voltage levels and current flows (Table 1).
J1772 AC Charging Methods J1772''s AC Level 1 charging is the simple "plug into the wall socket" case. It assumes the charger electronics are built into the car. AC Level 2 charging also assumes the electronics are in the car. But at this level, the supply is single-phase ac at a nominal 240 V capable of supplying up to 32 A. AC Level 3 charging just means the vehicle has separate charging ports for levels 1 and 2.
Limits Of AC Charging None of these levels of ac charging is practical for fast charging. Multiply 240 V by 32 A and you get 7.68 kW. The thermal equivalent of a single gallon of gasoline is roughly 35 kWh. The U.S. Environmental Protection Agency (EPA) estimates that 35 kWh will drive a Nissan Leaf approximately 99 miles. Theoretically, transferring the energy needed to drive a Leaf 99 miles with a 7.6-kW electric supply would require four and a half hours of charging time at the highest ac charging rate. (In normal practice, Nissan says, the Leaf and its 24-kWh battery pack take approximately eight hours to recharge using the 3.3-kW charger Nissan installs in the owner''s garage.) *
DC Charging On the other hand, there''s dc charging. The charging system starts with a three-phase industrial-capacity ac power drop. It can supply up to 600 V at 400 A (240 kW, which could theoretically deliver 35 kWh in less than 10 minutes).
This changes the design of the charging electronics. Batteries require dc for charging. Carrying around the electronics needed to step down, rectify, and regulate 600 V inside every car would be too expensive. No longer would it be practical to just plug the car into the ac mains directly.
For dc charging, J1772 accommodates power levels similar to AC Level 1 or 2, but looks to levels up to 600 V and 400 A, which could be capable of replenishing more than half of the capacity of the EV battery in as short a time as 10 minutes.
Under J1772, Level 3 AC-capable vehicles could also be configured for dc charging with the addition of a serial data interface and some rearrangement of the internal wiring.
IEC 61851 And J1772 Terminology The IEC61851 standard used in Europe and China was derived from J1772 and has similar requirements, adapted for the European and Asian ac line voltages. Most terminology differences are superficial. Where the SAE standard describes "methods" and "levels," the IEC standard talks about "modes," which are virtually the same.
For example, like J1772 Level 1, IEC61851 Mode 1 relates to household charging from single-phase 250-V (maximum) or three-phase 480-V power connections, with a maximum current of 16 A. (This is a little higher current than the North American limit.) There are further unique requirements for grounding.
Mode 2 uses the same voltages as Mode 1, but doubles the maximum allowable current to 32 A (the same as method 2 in North America). Importantly, Mode 2 adds a requirement for a "control pilot function" (more on that below). It also requires an integral ground-fault interrupter (GFI), which Europeans call a residual current detector (RCD). Mode 3 supports fast charging with currents up to 250 A. Above that, as with J1772, IEC61851 switches to an external dc supply that may supply up to 400 A.
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