SAE J1772

connector, featured here on a Ford Ranger EV The main stimulus for the development of SAE J1772 came from the California Air Resources Board (CARB). Early electric vehicles like the General Motors EV1 and Toyota RAV4 EV used Magne Charge (SAE J1773), an inductive system. CARB rejected the inductive technology in favor of conductive coupling to supply electricity for recharging. In June 2001, CARB adopted the SAE J1772-2001 standard as the charging interface for electric vehicles in California. This early version of the connector was made by Avcon and featured a rectangular connector capable of delivering up to 6.6 kW of electrical power. The California regulations mandated the usage of SAE J1772-2001 beginning with the 2006 model year. CARB later asked for higher current delivery than the 6.6 kW that the 2001 J1772 (Avcon) standard supported. This process led to the proposal of a new round connector design by Yazaki which allowed for an increased power delivery of up to 19.2 kW delivered via single phase 120–240 V AC at up to 80 amps. In 2008, CARB published a new standard that mandated the usage of the new connector beginning with the 2010 model year; this was approved in 2012. The Yazaki plug that was built to the new SAE J1772 plug standard successfully completed certification at UL. The standard specification was subsequently voted upon by the SAE committee in July 2009. On January 14, 2010, the SAE J1772 REV 2009 was adopted by the SAE Motor Vehicle Council. The companies participating in or supporting the revised 2009 standard include smart, Chrysler, GM, Ford, Toyota, Honda, Nissan, Rivian, and Tesla. The SAE J1772-2009 connector specification was subsequently added to the international IEC 62196-2 standard (“Part 2: Dimensional compatibility and interchangeability requirements for a.c. pin and contact-tube accessories”) with voting on the final specification slated to close in May 2011. The SAE J1772 connector is considered a “Type 1” implementation providing a single phase coupler. Vehicle equipment The SAE J1772-2009 was adopted by electric vehicle manufacturers in the Chevrolet Volt and the Nissan Leaf. The connector became standard equipment in the U.S. market due to the availability of charging stations supporting it in the nation's electric vehicle network (helped by funding such as the ChargePoint America program drawing grants from the American Recovery and Reinvestment Act). The European versions were equipped with a SAE J1772-2009 inlet as well until the automotive industry settled on the IEC Type 2 “Mennekes” connector as the standard inletsince all IEC connectors use the same SAE J1772 signaling protocol the car manufacturers are selling cars with either a SAE J1772-2009 inlet or an IEC Type 2 inlet depending on the regional market. There are also (passive) adapters available that can convert J1772-2009 to IEC Type 2 and vice versa. The only difference is that many European versions have an on-board charger that can take advantage of three-phase electric power with higher voltage and current limits even for the same basic electric vehicle model (such as the Chevrolet Volt/Opel Ampera). Combined Charging System (CCS) In 2011, SAE developed a J1772/CCS Combo Coupler variant of the J1772-2009 connector. This was to support the Combined Charging System standard for direct current (DC) fast charging, which includes the standard 5-pin J1772 connector along with an additional two larger pins to support fast DC charging. Combo 1 accommodates charging at 200–920 volts DC and up to 350 kW. The combination coupler also uses power-line communication technology to communicate between the vehicle, off-board charger, and smart grid. Seven car makers (Audi, BMW, Daimler, Ford, General Motors, Hyundai, Porsche, Volvo, and Volkswagen) agreed in late 2011 to introduce the Combined Charging System in mid-2012. The first vehicles using the SAE Combo plug were the BMW i3 released in late 2013, and the Chevrolet Spark EV released in 2014. In Europe, the combo coupler is based on the Type 2 (VDE) AC charging connector (Combo 2) maintaining full compatibility with the SAE specification for DC charging and the HomePlug Green PHY PLC protocol. In 2019 Tesla introduced the Model 3 with a CCS Combo 2 plug in Europe, but has not introduced models with CCS in the US. With the introduction of the Model 3 in Europe, Tesla added CCS charging cables to V2 Superchargers (supporting both CCS Combo 2 and Tesla DC Type 2). European V3 and V4 Tesla Superchargers include only a CCS charging cable. ==Properties==

Connector The J1772-2009 connector is designed for single phase alternating current electrical systems with 120 V or 240 V such as those used in North America and Japan. The round diameter connector is keyed and has five pins (viewed from outside of the plug): The connector is designed to withstand 10,000 mating cycles (a connection and a disconnection) and exposure to the elements. With 1 mating cycle per day, the connector's lifespan should exceed 27 years. Release mechanism File:Charging Plug (5462096910).jpg|Black release button on an SAE J1772 plug in a mockup car File:Newone - VinFast electric charger by Phoenix Contact.jpg|SAE J1772 plugs operated by thumb at a VinFast charging station File:Nissan Leaf Ladekabel Mennekes.JPG|Adaptor cable from Nissan with Type 1 plug for the car, Type 2 plug for a European charger socket File:Type 2 connector-side oblique PNr°0525a.jpg|IEC 62196 Type 2 connector with openings on the side for automatic release The SAE J1772 or Type 1 plug is locked into the car with a hook that is manually operated, mostly by pressing a button with the thumb, which interrupts power. This allows anybody to stop charging and even theft of the cable. To prevent this, the European IEC 62196 Type 2 connector has openings on the side for automatic locking and release, operated by the car owner via remote control. If the car locks or releases its plug, the charger follows suit according to the PP signal. In addition, the charge port on many modern cars with a J1772 connector have an extendable pin that blocks the J1772 latch from being raised. By extending this pin, it becomes impossible to raise the release latch. In this way, the vehicle can prevent a plugged-in J1772 connector from being removed. This is essential for the CCS implementation where the connector is not designed to break the heavy DC charging current. Charging The SAE J1772-2017 standard defines four levels of charging: AC Level 1, AC Level 2, DC Level 1, and DC Level 2. Earlier released revisions of J1772 also listed a never-implemented AC Level 3, which was considered but never implemented. For example, the 2020 Chevrolet Bolt has a 66-kWh lithium-ion battery and a 7.2-kW onboard charging module; with an EPA range of and energy efficiency of , it can use its portable charge cord to charge at AC Level 1 (120V, 12A) to get up to of range per hour or go off an AC Level 2 charging unit (240V, 32A) to get up to of range per hour. Using an optional DC fast charging (DCFC) port, this model can also charge at up to 55kW to get up to of range per hour. Other EVs use an 800 V battery architecture (such as those on Hyundai's E-GMP platform) to charge much faster. According to Hyundai, "With a 350 kW DC charger, IONIQ 5 can charge from 10 percent to 80 percent in just 18 minutes. According to WLTP cycle, IONIQ 5 users only need to charge the vehicle for five minutes to get 100 km of range." These vehicles are capable of accepting up to 230kW until about 50% State of charge, allowing these vehicles to recharge much quicker than similar EVs with lower voltage batteries. Some EVs extend J1772 to allow AC Level 1 (120V) charging at greater than 16 amps. This is useful, for example, at RV parks where TT-30 ("Travel Trailer" - 120V, 30A) receptacles are common. These allow charging at up to 24 amps. However, this level of 120V charging has not been codified into J1772. Another extension, supported by the North American Charging System, is Level 2 charging at 277V. Like 208V, 277V is commonly found in North American commercial three-phase circuits. Safety The J1772 standard includes several levels of shock protection, ensuring the safety of charging even in wet conditions. Physically, the connection pins are isolated on the interior of the connector when mated, ensuring no physical access to those pins. When not mated, J1772 connectors have no power at the pins; they are not energized until commanded by the vehicle. The proximity detection pin is connected to a switch in the connector release button. Pressing the release button causes the vehicle to stop drawing current. As the connector is removed, the shorter control pilot pin disconnects first, causing the EVSE to drop power to the plug. This also ensures that the power pins do not disconnect under load, causing arcs and shortening their life. The ground pin is longer than the other pins, so it connects first and breaks last. == Signaling ==

The signaling protocol has been designed for the following charging sequence. Note that the diode only makes for a voltage drop in the positive range. Any negative voltage on the CP–PE loop is blocked by D1 in the vehicle, any significant current that does flow in the CP–PE loop during the negative period shuts off the current as being considered a fatal error (like touching the pins). For IEC62196-2 male plugs the Control Pilot pin is shorter to prevent untethered cables being used as extension leads, This prevents connecting downstream cables that may have a lower current capability a cable of a higher current rating. Control Pilot (Current limit): The charging station can use the wave signal to describe the maximum current that is available via the charging station with the help of pulse-width modulation. A 16% PWM is a 10 A maximum, a 25% PWM is a 16 A maximum, a 50% PWM is a 32 A maximum and a 90% PWM flags a fast charge option. The PWM duty cycle of the 1 kHz CP signal indicates the maximum allowed mains current. According to the SAE it includes socket outlet, cable and vehicle inlet. In the US, the definition of the ampacity (ampere capacity, or current capacity) is split for continuous and short term operation. P1901 powerline communication In an updated standard due in 2012, SAE proposes to use power line communication, specifically IEEE 1901, between the vehicle, off-board charging station, and the smart grid, without requiring an additional pin; SAE and the IEEE Standards Association are sharing their draft standards related to the smart grid and vehicle electrification. P1901 communication is compatible with other 802.x standards via the IEEE 1905 standard, allowing arbitrary IP-based communications with the vehicle, meter or distributor, and the building where chargers are located. P1905 includes wireless communications. In at least one implementation, communication between the off-board DC EVSE and PEV occurs on the pilot wire of the SAE J1772 connector via HomePlug Green PHY power line communication (PLC). ==Competing standards==

A competing proposal known as the Mennekes connector initiated by RWE and Daimler was standardized in 2011's IEC 62196 as its Type 2 connector. It has been widely adopted as the European Union's standard single- and three-phase coupler. The connector adopted the same protocols for the pilot pin as J1772's J-Plug. The IEC specification allows for up to 63 A and 43.6 kW. In 2018, the SAE J3068 committee released an enhancement to the EU connector tailored for the North American industrial market allowing up to 160 A / 166 kW on 3φ power. The same IEC 62196-2 standard also specified a pair of Type 3 connector from Scame Global providing a single- and three-phase coupler with shutters. ==See also==