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Instead of allowing a plethora of incompatible charging plugs to sprout up, the Society of Automotive Engineers SAE International hopes to forestall confusion by settling on one charging plug design for North America. SAE has selected the J combo plug as the standard, which uses paired couplers to allow for both AC and DC charging using the same plug. Published this week, the SAE International decision marks the first official charging standard for North American cars. The combo plug is based on the SAE J Photo: Michael Hicks The J has two charging plugs incorporated into a single design and is said to reduce charging times from as long as eight hours to as little as 20 minutes. The current version includes a DC plug underneath the AC plug, which means that not only are both options available, but cars with the older J couplings, such as the Nissan Leaf and Chevrolet Volt, can still use the new plug. The dual capability is because AC and DC each have their strengths and weaknesses.

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It seems that all European utilities have started projects to run a network of charging stations and on a round-table the German utilities said that they will only create fast-charge stations - which means V three-phase at 63 A for them.

They claim that anything else does not make sense to them as a business model as that they want to quickly sell multiple kWh on their outlets - in fact you can not even register a pedelec to have it connected to their stations in the running pilot projects in Berlin. The existing networks e. The Mennekes connector on the other hand can be plugged into red CEE-form three-phase sockets via adapters and vice versa. Guidod talk , 25 May UTC list of cars[ edit ] The cars like the Nissan Leaf will also be sold in Europe and they will take the local connector as far as I know.

In the US is the voltage used to supply high power appliances such as ranges hobs , water heaters, clothes dryers, and larger space heaters. In the UK, for instance, it is the voltage in most outlets. Car charging is - in general - more effective when using the high-power supply and to use the lower voltage only as a fallback when no other current is available.

Can they be added? Even though it might be possible to comply to both standards at the same time on the vehicle side, it will not be possible on the infrastructure side. The standard only describes a scenario where the cable is permanently attached to the infrastructure, and hence has no need for a coding resistor. The cable will be selected to match the output of the chargepoint anyway.

The coding resistor values are never mentioned in the SAE j standard. Best Regards, Bohnell talk , 16 August UTC Hi Bohnell, the reason to include a lengthy section comes from the fact that we do speak often of some "SAE J compatible signaling", and in fact the section is being referenced from other articles on wikipedia as for example the IEC page.

So we can not just make a short note here pointing then to another article for more details. To follow your points, it seems there are two solutions here - either we need to create an article on IEC with all the details - or we just add a hint that parts of the table come from that other standard.

You had been proposing the latter and it feels the easiest to go with. I would not just like to drop the information as it gives a good impression for the user how that colloquial "SAE J compatible signaling" stuff works for real in a real charging station setup. I will try to add a hint as proposed - feel free to correct me and thanks for your hints, Guidod talk , 16 August UTC Charging perspectives[ edit ] With regards to the "perspective" in the Charging section that attempts to compare charging time with refueling time, I have a few questions: Is the level of precision stated at all necessary?

By starting with a statement that the vehicle gets miles per It certainly does not. While a perspective on miles per hour of charging may be interesting given actual real-world data stated to an appropriate level of precision , does it make sense to pose a comparison to gasoline fuel charging times in an article about the SAE J spec? There are plenty of other factors to consider before making a statement that gasoline vehicles have an advantage in fueling time.

For example, I can make the statement that it actually only takes me 30 seconds of active time to charge an electric vehicle: 15 seconds to plug in and 15 seconds to plug out. Normally the remainder of the time the car is idle anyway. A trip to fuel a gas vehicle, on the other hand, requires a special trip to a gas station and the vehicle must be attended to during the refueling process.

It just feels to me that this is fodder for a debate on gasoline vs. Having those as capitalized is slightly confusing, especially with reference to the Chevrolet Volt and Opel Ampera nearby. But curious why this standard is not mentioned as a competing one, unless I missed it: Proximity Pilot[ edit ] On J there is no "Proximity Pilot".

There is a "Control Pilot" and a "Proximity".

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The development of universal technology standards will accelerate this transition, and Proterra is actively working to promote interoperability across technology platforms. To supply the best charging options for the industry, Proterra is introducing a new suite of high power DC chargers that comply with these standards. Powering up a Catalyst bus is now as simple as connecting to a Proterra charger or other standards-based charging system. The Proterra 60kW Power Control System is ideal for fleets with longer available charge times at the depot. Operators can simply plug in the charger to achieve a full charge in under three hours at the depot, with a standard E2 battery configuration. The kW Power Control System works best for fleets with extended operating hours and high mileage requirements, such as hour circulators.

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For the United States, we suggest you check your government website. The pros of home charging To enjoy all the benefits of charging at home, you need to use a level 2 home charger. A fully charged battery in a few hours A level 2 charger allows you to charge your electric car 5 to 7 times faster for a full-electric car or up to 3 times faster for a plug-in hybrid compared to a level 1 charger. It takes around four hours to fully charge a kWh battery car standard battery for an electric car , which allows you to make the most out of driving your EV, especially when you have a limited time to charge. At home, your electric car charges while you eat, play with the kids, watch TV, and sleep! Save Big on Charging Costs Another advantage of home charging is the low cost of residential electricity compared to the cost of public charging stations and the cost of gas. In the United States, it all depends on the price of electricity and gas.

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It seems that all European utilities have started projects to run a network of charging stations and on a round-table the German utilities said that they will only create fast-charge stations - which means V three-phase at 63 A for them. They claim that anything else does not make sense to them as a business model as that they want to quickly sell multiple kWh on their outlets - in fact you can not even register a pedelec to have it connected to their stations in the running pilot projects in Berlin. The existing networks e. The Mennekes connector on the other hand can be plugged into red CEE-form three-phase sockets via adapters and vice versa. Guidod talk , 25 May UTC list of cars[ edit ] The cars like the Nissan Leaf will also be sold in Europe and they will take the local connector as far as I know. In the US is the voltage used to supply high power appliances such as ranges hobs , water heaters, clothes dryers, and larger space heaters. In the UK, for instance, it is the voltage in most outlets.

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Society of Automotive Engineers announces electric car charging plug standard

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