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83-639: CHAdeMO is a fast-charging system for battery electric vehicles , developed in 2010 by the CHAdeMO Association, formed by the Tokyo Electric Power Company and five major Japanese automakers. The name is an abbreviation of "CHArge de MOve" (which the organization translates as "charge for moving") and is derived from the Japanese phrase " o CHA deMO ikaga desuka " ( お茶でもいかがですか ), translating to English as "How about

166-636: A 40-stall truck stop/charging station in Bakersfield, California. At full capacity, it would provide a combined 25   MW of charging power, partially drawn from an on-site solar array and battery storage. Common connectors include Type 1 (Yazaki) , Type 2 (Mennekes) , CCS Combo 1 and 2 , CHAdeMO , and Tesla. Many standard plug types are defined in IEC 62196 -2 (for AC supplied power) and 62196-3 (for DC supplied power): CCS DC charging requires power-line communication (PLC). Two connectors are added at

249-528: A conductive connector (generally AVCON ). Proponents of the inductive system were GM, Nissan, and Toyota; DaimlerChrysler, Ford, and Honda backed the conductive system. Magne Charge paddles were available in two different sizes: an older, larger paddle (used for the EV1 and S-10 EV) and a newer, smaller paddle (used for the first-generation Toyota RAV4 EV , but backwards compatible with large-paddle vehicles through an adapter). The larger paddle (introduced in 1994)

332-614: A cup of tea?", referring to the time it would take to charge a car. It competes with the Combined Charging System (CCS), which since 2014 has been required on public charging infrastructure installed in the European Union , Tesla 's North American Charging System (NACS) used by its Supercharger network outside of Europe, and China's GB/T charging standard . As of 2022, CHAdeMO remains popular in Japan, but

415-607: A dedicated inlet adapter for each system. The circuit interface of ChaoJi is also designed to be fully compatible with the Combined Charging System , also known as CCS (used mainly in Europe and North America). CHAdeMO-type fast charging stations were initially installed in great numbers by TEPCO in Japan, which required the creation of an additional power distribution network to supply these stations. Since then, CHAdeMO charger installation has expanded its geographical reach and in May 2023,

498-597: A hindrance to the market over the next several years that needs to be worked out. In the United States, many of the EVs first marketed in the late 1990s and early 2000s such as the GM EV1 , Ford Ranger EV , and Chevrolet S-10 EV preferred the use of Level 2 (single-phase AC) EVSE, as defined under NEC-1999, to maintain acceptable charging speed. These EVSEs were fitted with either an inductive connector ( Magne Charge ) or

581-423: A home charging station, as is common in multi-family housing. Costs vary greatly by country, power supplier, and power source. Some services charge by the minute, while others charge by the amount of energy received (measured in kilowatt-hours). In the United States, some states have banned the use of charging by kWh. Charging stations may not need much new infrastructure in developed countries, less than delivering

664-516: A new fuel over a new network. The stations can leverage the existing ubiquitous electrical grid . Charging stations are offered by public authorities, commercial enterprises, and some major employers to address a range of barriers. Options include simple charging posts for roadside use, charging cabinets for covered parking places, and fully automated charging stations integrated with power distribution equipment. As of December 2012 , around 50,000 non-residential charging points were deployed in

747-584: A published standard along with CCS Combo 2, followed by the Institute of Electrical and Electronics Engineers (IEEE) in 2016. A major blow to the international adoption of CHAdeMO came in 2013 when European Commission designated the Combined Charging System (CCS) Combo 2 as the mandated plug for DC high-power charging infrastructure in Europe. While the European Parliament had contemplated transitioning out CHAdeMO infrastructure by January 2019,

830-577: A safety interlock to avoid energizing the connector before it is safe (similar to SAE J1772 ), transmitting battery parameters to the charging station including when to stop charging (top battery percentage, usually 80%), target voltage, total battery capacity, and how the station should vary its output current while charging. The first protocol issued was CHAdeMO 0.9, which offered maximum charging power of 62.5 kW (125 A × 500 V DC). Version 1.0 followed in 2012, enhancing vehicle protection, compatibility, and reliability. Version 1.1 (2015) allowed

913-514: A specification, which would form the basis for the CHAdeMO. The first commercial CHAdeMO charging infrastructure was commissioned in 2009 alongside the launch of the Mitsubishi i-MiEV . In March 2010, TEPCO formed the CHAdeMO Association with Toyota, Nissan, Mitsubishi, and Subaru. They were later joined by Hitachi , Honda and Panasonic . CHAdeMO would be the first organization to propose

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996-573: A standard 120   V US wall outlet. The Clarity PHEV was the only variant available in the Forest Blue Pearl exterior color. Other distinctive exterior features found only on the plug-in variant include a chrome bar above the front grille, chrome rear deck lid garnish, and a unique wheel design. The Clarity PHEV was subsequently released in Japan on July 20, 2018, with an MSRP of ¥5,880,600 including 8% consumption tax, with an advertised all-electric range of 114.6 km (71.2 mi) on

1079-634: A standardized DC fast charge system to be shared across diverse EVs, regardless of their brands and models. CHAdeMO became a published international standard in 2014 when the International Electrotechnical Commission (IEC) adopted IEC 61851 -23 for the charging system, IEC 61851 -24 for communication, and IEC 62196 -3 configuration AA for the connector. Later that year, the European Committee for Electrotechnical Standardization (EN) added CHAdeMO as

1162-457: A starting MSRP of $ 34,290; it was eligible for the full $ 7,500 federal tax credit in the U.S. unlike some other PHEVs due to its larger battery size, along with other incentives for plug-ins in certain states. The Clarity PHEV has an EPA-rated all-electric range of 76 km (47 mi), with a total combined gas/electric range of 550 km (340 mi). It is the only Clarity model available in all 50 U.S. states as well as Canada, where it

1245-599: A while after they were denied a license to operate a Tesla ride-hailing fleet in New York City. Also, EVgo , added a few optional Tesla adaptors to CHAdeMO connectors as early as 2019. Most electric vehicles (EV) have an on-board charger that uses a full bridge rectifier to transform alternating current (AC) from the electrical grid to direct current (DC) suitable for recharging the EV's battery pack. Most EVs are designed with limited AC input power, typically based on

1328-490: Is a power supply device that supplies electrical power for recharging plug-in electric vehicles (including battery electric vehicles , electric trucks , electric buses , neighborhood electric vehicles , and plug-in hybrid vehicles ). There are two main types of EV chargers: Alternating current (AC) charging stations and direct current (DC) charging stations. Electric vehicle batteries can only be charged by direct current electricity, while most mains electricity

1411-466: Is an ultra-high-power charging standard charging electric cars, released in 2020. The connector has a lemniscate shape ( ∞ ), with a flat bottom edge and is planned for charging battery electric vehicles at up to 900 kilowatts using direct current . The design incorporates backward compatibility with CHAdeMO (used globally) and the GB/T DC-charging (used mainly in mainland China), using

1494-569: Is being equipped on very few new cars sold in North America or Europe. First-generation CHAdeMO connectors deliver up to 62.5  kW by 500  V , 125  A direct current through a proprietary electrical connector , adding about 120 kilometres (75 mi) of range in a half an hour. It has been included in several international vehicle charging standards. The second-generation specification allows for up to 400 kW by 1 kV, 400 A direct current. The CHAdeMO Association

1577-896: Is currently co-developing with China Electricity Council (CEC) the third-generation standard with the working name of “ ChaoJi ” that aims to deliver 900 kW. The charging system is now considered outdated in the U.S, with the Nissan Leaf and the Mitsubishi Outlander PHEV being the only models to use it in the country. CHAdeMO originated out of a charging system design from the Tokyo Electric Power Company (TEPCO). TEPCO had been participating on numerous EV infrastructure trial projects between 2006 and 2009 in collaboration with Nissan , Mitsubishi , Fuji Heavy Industries (now Subaru ), and other manufacturers. These trials resulted in TEPCO developing patented technology and

1660-727: Is defined by three cases (IEC 61851-1): The North American Charging System (NACS) was developed by Tesla, Inc. for use in the company's vehicles. It remained a proprietary standard until 2022 when its specifications were published by Tesla. The connector is physically smaller than the J1172/CCS connector, and uses the same pins for both AC and DC charging functionality. As of November 2023, automakers Ford , General Motors , Rivian , Volvo , Polestar , Mercedes-Benz , Nissan , Honda , Jaguar , Fisker , Hyundai , BMW , Toyota , Subaru , and Lucid Motors have all committed to equipping their North American vehicles with NACS connectors in

1743-484: Is delivered from the power grid as alternating current. For this reason, most electric vehicles have a built-in AC-to-DC converter commonly known as the "onboard charger" (OBC). At an AC charging station, AC power from the grid is supplied to this onboard charger, which converts it into DC power to recharge the battery. DC chargers provide higher power charging (which requires much larger AC-to-DC converters) by building

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1826-466: Is equipped with a CCS Type 1 combo port for DC charging, which also accepts J1772 plugs for AC charging. A full charge requires approximately 3.5 hours on a 240   V AC charger, or 19 hours on a standard 120   V US wall outlet. Production stopped for the Clarity Electric at the end of 2019. The plug-in hybrid (PHEV) model was launched December 1, 2017 in the U.S. market with

1909-410: Is estimated to get about 124 km (77 mi) per kilogram of hydrogen in the city, 108 km (67 mi) per kilogram highway and 116 km (72 mi) per kilogram in combined driving. The FCX Clarity is about 100 mm (4 in) shorter than a 2008 Honda Accord . The display in the dashboard includes a dot that changes color and size as hydrogen consumption grows, to make it easier for

1992-496: Is expected to operate in the range of 200–1500   V and 0–3000   A for a theoretical maximum power of 4.5   megawatts (MW). The proposal calls for MCS charge ports to be compatible with existing CCS and HPC chargers. The task force released aggregated requirements in February 2019, which called for maximum limits of 1000   V DC (optionally, 1500   V DC) and 3000   A continuous rating. A connector design

2075-506: Is favored by Nissan , Mitsubishi , and Toyota , while the SAE J1772 Combo standard is backed by GM , Ford , Volkswagen , BMW , and Hyundai . Both systems charge to 80% in approximately 20 minutes, but the two systems are incompatible. Richard Martin, editorial director for clean technology marketing and consultant firm Navigant Research, stated: The broader conflict between the CHAdeMO and SAE Combo connectors, we see that as

2158-511: Is necessary. This requires a much larger AC-to-DC converter which is not practical to integrate into the vehicle. Instead, the AC-to-DC conversion is performed by the charging station, and DC power is supplied to the vehicle directly, bypassing the built-in converter. This is known as DC fast charging. Charging stations are usually accessible to multiple electric vehicles and are equipped with current or connection sensing mechanisms to disconnect

2241-566: Is under development, which will provide higher power charging for large commercial vehicles ( Class 8, and possibly 6 and 7 as well , including school and transit buses). When the Charging Interface Initiative e. V. (CharIN) task force was formed in March 2018, the new standard being developed was originally called High Power Charging (HPC) for Commercial Vehicles (HPCCV), later renamed Megawatt Charging System (MCS). MCS

2324-718: The Clean Vehicle Rebate Project . However, Honda only currently offers the Clarity FCV for lease, so the federal incentives are retained by Honda rather than the lessee; leasee is able to receive the CVRP rebate from California. Owners of the Clarity Plug-In Hybrid are eligible for a maximum US$ 7,500 tax credit through U.S. federal tax credit programs. The Honda FCX Clarity was the pace car in 2008 Indy Japan 300 which took place at

2407-626: The European Automobile Manufacturers Association (ACEA) defined the following terms: The terms "electric vehicle connector" and "electric vehicle inlet" were previously defined in the same way under Article 625 of the United States National Electric Code (NEC) of 1999. NEC-1999 also defined the term "electric vehicle supply equipment" as the entire unit "installed specifically for the purpose of delivering energy from

2490-685: The JC08 driving cycle or 101 km (63 mi) on the WLTP driving cycle . Compared to the North American model, the Japanese model includes an additional CHAdeMO DC fast charging connector, providing an 80% battery charge in 30 minutes. For the 2020 model year, the Clarity received a new Acoustic Vehicle Alert System , which emits an audible noise when the car is driving at low speeds in pure electric mode. In August 2019, Honda limited stock of

2573-628: The San Francisco Bay Area , and one in Sacramento . The Clarity Fuel Cell, with range of 366 mi (589 km), had the highest EPA driving range rating of any zero-emissions vehicle in the U.S., including fuel cell and battery electric vehicles , until the Hyundai Nexo was released in early 2019. The 2017 Clarity also has the highest combined and city fuel economy ratings among all hydrogen fuel cell cars rated by

CHAdeMO - Misplaced Pages Continue

2656-543: The Type 2 connector defined in IEC 62196 -2) and SAE J3105 (automated connection of DC charging devices). In 2003, the International Electrotechnical Commission (IEC) adopted a majority of the SAE J1772 standard under IEC 62196-1 for international implementation. The IEC alternatively defines charging in modes ( IEC 61851 -1): The connection between the electric grid and "charger" (electric vehicle supply equipment)

2739-486: The "Electric Island", the first heavy-duty vehicle charging station, across the street from its headquarters in Portland, Oregon. The station is capable of charging eight vehicles simultaneously, and the charging bays are sized to accommodate tractor-trailers . In addition, the design is capable of accommodating >1   MW chargers once they are available. A startup company, WattEV, announced plans in May 2021 to build

2822-681: The 2005 and 2006 Honda FCX were eligible for a US$ 12,000 Section 30B(b) income tax credit, but consumers were not allowed to purchase the vehicle, as it was only available leased in Southern California , where public hydrogen refueling stations are available. The tax credit expired in 2014. The leasing program began in July 2008 at a price of US$ 600 per month for three years which includes collision coverage, all maintenance and roadside assistance. Honda announced Power Honda Costa Mesa , Honda of Santa Monica and Scott Robinson Honda as

2905-472: The CHAdeMO Association stated that there were 57,800 CHAdeMO chargers installed in 99 countries. These included 9,600 charging stations in Japan, 31,600 in Europe, 9,400 in North America, and 7,000 elsewhere. As of January 2022, a total of 260 certified CHAdeMO charger models have been produced by 50 companies. Electric vehicle charging A charging station , also known as a charge point , chargepoint , or electric vehicle supply equipment ( EVSE ),

2988-775: The Clarity PHEV in the United States to only California dealerships, though it could still be ordered nationally. The Clarity PHEV was discontinued in 2021, along with the Fuel Cell model. On 25 July 2007 the United States Internal Revenue Service announced that the Honda FCX Clarity met the requirements of the Alternative Motor Vehicle Credit as a qualified fuel-cell motor vehicle. Purchasers of

3071-543: The Clarity Plug-In variant would be released in 2017 and also a Clarity Battery Electric (BEV) variant. Each drive-train variant is distinguished by a unique "hero color" and different front styling, headlights, and taillights. US sales peaked in 2018, the Clarity's first full year of sales, when just over 20,000 units (all variants) were registered, but dropped steadily and only 2,597 Claritys were delivered in 2021. In June 2021, Honda announced that production of

3154-655: The Clarity Plug-in Hybrid and Clarity Fuel Cell would end in August 2021 with Honda's Sayama plant scheduled to close in March 2022. Retail deliveries of the 2017 Honda Clarity Fuel Cell began in Southern California in December 2016. The Clarity was available in 12 approved Honda dealerships located in select California markets, including six dealerships in Southern California, five in

3237-653: The EPA, with a combined city/highway rating of 67 miles per gallon gasoline equivalent (MPGe), and 68 MPGe in city driving. The following table shows fuel economy ratings from the United States Environmental Protection Agency test procedures for both the 2014 FCX Clarity and the 2017 Clarity Fuel Cell, expressed in miles per gallon gasoline equivalent (MPGe). One kg of hydrogen is roughly equivalent to one U.S. gallon of gasoline . In April 2016, Honda announced that in addition to

3320-562: The FCX Clarity would be discontinued and replaced by a new and higher-volume hydrogen fuel-cell vehicle to be introduced. It is reported in 2009 that hydrogen made from natural gas cost about $ 5 to $ 10 per kilogram in California, and after compression cost and transportation cost, retails for $ 12 to $ 14 per kilogram. Although it was more than double the equivalent amount of gasoline during the summer of 2009, fuel-cell cars have double

3403-540: The Honda Automobile New Model Center ( Takanezawa-machi , Shioya-gun , Tochigi Prefecture ). The fuel cell stack itself is produced at Honda Engineering Co., Ltd. ( Haga-machi , Haga-gun , Tochigi Prefecture). It is reported that Honda plans to offer hydrogen fuel cell vehicle at costs competitive with gasoline mid-size cars by 2020 although its 2005 hand-built predecessor to the Clarity cost about $ 1 million. In July 2014 Honda announced

CHAdeMO - Misplaced Pages Continue

3486-530: The Magne Charge paddle was discontinued by the following March. Three conductive connectors existed at the time, named according to their manufacturers: Avcon (aka butt-and-pin, used by Ford, Solectria , and Honda); Yazaki (aka pin-and-sleeve, on the RAV4 EV); and ODU (used by DaimlerChrysler). The Avcon butt-and-pin connector supported Level 2 and Level 3 (DC) charging and was described in the appendix of

3569-526: The Supercharger version, power is supplied at 72, 150, or 250 kW, the first corresponding to DC Level 1 and the second and third corresponding to DC Level 2 of SAE J1772. As of Q4 2021, Tesla reported 3,476 supercharging locations worldwide and 31,498 supercharging chargers (about 9 chargers per location on average). An extension to the CCS DC fast-charging standard for electric cars and light trucks

3652-621: The U.S. commenced in July 2008. It was introduced in Japan in November 2008. The FCX Clarity was available for lease in the U.S., Japan and Europe . In the U.S., it was only available to customers who live in Southern California where several hydrogen fuel stations are available. FCX Clarity were leased for US$ 600 a month in 2010, including collision coverage, maintenance, roadside assistance and hydrogen fuel. There were around 10 others on lease in Japan and another 10 in Europe in 2009. One of

3735-635: The U.S., Europe, Japan and China. As of August 2014 , some 3,869 CHAdeMO quick chargers were deployed, with 1,978 in Japan, 1,181 in Europe and 686 in the United States, and 24 in other countries. As of December 2021 the total number of public and private EV charging stations was over 57,000 in the United States and Canada combined. As of May 2023, there are over 3.9 million public EV charging points worldwide, with Europe having over 600,000, China leading with over 2.7 million. United States has over 138,100 charging outlets for plug-in electric vehicles (EVs). In January 2023, S&P Global Mobility estimated that

3818-497: The US has about 126,500 Level 2 and 20,431 Level 3 charging stations, plus another 16,822 Tesla Superchargers and Tesla destination chargers. As of December 2012 , Japan had 1,381 public DC fast-charging stations, the largest deployment of fast chargers in the world, but only around 300 AC chargers. As of December 2012 , China had around 800 public slow charging points, and no fast charging stations. As of September 2013 ,

3901-615: The available power of consumer outlets: for example, 240 V, 30 A in the United States and Japan; 240 V, 40 A in Canada; and 230 V, 15 A or 3φ , 400 V, 32 A in Europe and Australia. AC chargers with higher limits have been specified, for example SAE J1772 -2009 has an option for 240 V, 80 A and VDE-AR-E 2623-2-2 has a 3φ, 400 V, 63 A. But these charger types have been rarely deployed. Cost and thermal issues limit how much power

3984-425: The bottom of Type 1 or Type 2 vehicle inlets and charging plugs to supply DC current. These are commonly known as Combo 1 or Combo 2 connectors. The choice of style inlets is normally standardized on a per-country basis so that public chargers do not need to fit cables with both variants. Generally, North America uses Combo 1 style vehicle inlets, while most of the rest of the world uses Combo 2. The CHAdeMO standard

4067-552: The car as an energy storage device, potentially lowering costs by optimising energy usage for the current time of use pricing and providing electricity to the grid. Since 2012, multiple V2X demo projects using the CHAdeMO protocol have been demonstrated worldwide. Some of the recent projects include UCSD INVENT in the United States, as well as Sciurus and e4Future in the United Kingdom that are supported by Innovate UK . The ChaoJi connector, also referenced as CHAdeMO 3.0,

4150-467: The car has regenerative braking and uses a separate battery to store energy recovered during braking. The electric motor is based on the motor used in the EV Plus , rated at 100 kW (134 hp) and 256 N⋅m (189 lb⋅ft) torque at 0–3056   rpm. The range on a full hydrogen tank of 4.1   kg at 34 MPa (5,000 psi) is EPA certified at 390 km (240 mi). The vehicle

4233-472: The car's unveil at the 2007 Los Angeles Auto Show , it was reported in May 2008 there were 50,000 people inquiring about the car through its Web site. In November 2014, Honda unveiled the Clarity Fuel Cell concept in Japan. In November 2015, Honda unveiled the Clarity Fuel Cell at the 2015 Los Angeles Auto Show and announced a plug-in hybrid (PHEV) variant. In April 2016, Honda announced that

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4316-463: The code) was connected to the grid through a standard NEMA 5 -20R 3-prong electrical outlet with grounding, and a ground-fault circuit interrupter was required within 12 in (30 cm) of the plug. The supply circuit required protection at 125% of the maximum rated current; for example, charging equipment rated at 16  amperes ("amps" or "A") continuous current required a breaker sized to 20 A. Level 2 charging equipment (as defined in

4399-534: The competing North American Charging System (NACS) in late 2022, several electric vehicle charging network operators had added some Tesla charging connector adapters to CHAdeMO-standard charging stations. These included, ONroute rest stop network in Ontario, Canada —where a Tesla adaptor was permanently attached to a CHAdeMO connector on some 60 charge stations— and REVEL opened a charging station in Brooklyn for

4482-624: The connector on vehicles sold outside of Japan starting with the Clarity Electric in 2016. Nissan decided not to use CHAdeMO on its Ariya SUVs introduced in 2021 outside of Japan. Toyota and Subaru have also equipped their jointly developed bZ4X/Solterra with CCS connectors outside of Japan. As of June 2022, the Mitsubishi Outlander PHEV and Nissan Leaf are the only plug-in vehicles equipped with CHAdeMO for sale in North America. As demand increased for EV charging services for Tesla vehicles after 2019, and prior to opening of

4565-991: The converter into the charging station instead of the vehicle to avoid size and weight restrictions. The station then directly supplies DC power to the vehicle, bypassing the onboard converter. Most modern electric car models can accept both AC and DC power. Charging stations provide connectors that conform to a variety of international standards. DC charging stations are commonly equipped with multiple connectors to charge various vehicles that use competing standards. Public charging stations are typically found street-side or at retail shopping centers, government facilities, and other parking areas. Private charging stations are usually found at residences, workplaces, and hotels. Multiple standards have been established for charging technology to enable interoperability across vendors. Standards are available for nomenclature, power, and connectors. Tesla developed proprietary technology in these areas and began building its charging networking in 2012. In 2011,

4648-509: The country: Honda Clarity Electric The Honda FCX Clarity is based on the 2006 Honda FCX Concept and only available as a hydrogen fuel-cell electric vehicle . The FCX Clarity had electric car qualities such as zero emissions while offering five minute refueling times and long range in a full function large sedan. It was the first hydrogen fuel cell vehicle available to retail customers. Production began in June 2008 with leasing in

4731-731: The current to dynamically change during charging; Version 1.2 (2017) increased maximum power to 200 kW (400 A × 500 V DC). CHAdeMO published its protocol for 400 kW (400 A × 1 kV) 'ultra-fast' charging in May 2018 as CHAdeMO 2.0. CHAdeMO 2.0 allowed the standard to better compete with the CCS 'ultra-fast' stations being built around the world as part of new networks such as IONITY charging consortium. In 2014, CHAdeMO published its protocol for vehicle-to-grid (V2G) integration, which also includes applications for vehicle to load (V2L) or vehicle to home-off grid (V2H), collectively denoted V2X. The technology enables EV owners to use

4814-434: The driver to monitor their driving efficiency. A separate display shows the battery power level and another shows motor output. A speedometer is placed above the cockpit display to make it easy for the driver to keep eyes on the road. In the interior, upholstery on the seats and door linings are made with Honda's plant-derived Bio-Fabric. The FCX Clarity was produced in Japan at a dedicated fuel-cell-vehicle assembly line in

4897-422: The efficiency of similar models with a gasoline engine. The FCX Clarity averaged 100 km (60 mi) per kilogram of hydrogen. The FCX Clarity's features include an AM-FM car radio with CD player , integration for iPod and iPhone , a USB port, auxiliary input, a voice-activated GPS navigation system , XM satellite radio , cloth seating surfaces, Bluetooth , and digital instrumentation. Since

4980-455: The electrical grid, EVs have a small AC-to-DC converter built into the vehicle. The charging cable supplies AC power directly from the grid, and the vehicle converts this power to DC internally and charges its battery. The built-in converters on most EVs typically support charging speeds up to 6–7   kW, sufficient for overnight charging. This is known as "AC charging". To facilitate rapid recharging of EVs, much higher power (50–100+   kW)

5063-483: The final mandate only required that all publicly accessible chargers in the EU be equipped 'at least' with CCS Combo 2, allowing stations to offer multiple connector types. While CHAdeMO was the first fast-charging standard to see widespread deployment and remains widely equipped on vehicles sold in Japan, it has been losing market share in other countries. Honda was the first of the CHAdeMO Association members to stop equipping

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5146-701: The first version (1996) of the SAE J1772 recommended practice; the 2001 version moved the connector description into the body of the practice, making it the de facto standard for the United States. IWC recommended the Avcon butt connector for North America, based on environmental and durability testing. As implemented, the Avcon connector used four contacts for Level 2 (L1, L2, Pilot, Ground) and added five more (three for serial communications, and two for DC power) for Level 3 (L1, L2, Pilot, Com1, Com2, Ground, Clean Data ground, DC+, DC−). By 2009, J1772 had instead adopted

5229-518: The future. Automotive startup Aptera Motors has also adopted the connector standard in its vehicles. Other automakers, such as Stellantis and Volkswagen have not made an announcement. To meet European Union (EU) requirements on recharging points, Tesla vehicles sold in the EU are equipped with a CCS Combo 2 port. Both the North America and the EU port take 480   V DC fast charging through Tesla's network of Superchargers , which variously use NACS and CCS charging connectors. Depending on

5312-405: The general physical, electrical, communication, and performance requirements for EV charging systems used in North America, as part of standard SAE J1772 , initially developed in 2001. SAE J1772 defines four levels of charging, two levels each for AC and DC supplies; the differences between levels are based upon the power distribution type, standards and maximum power. AC charging stations connect

5395-515: The handbook) was permanently wired and fastened at a fixed location under NEC-1999. It also required grounding and ground-fault protection; in addition, it required an interlock to prevent vehicle startup during charging and a safety breakaway for the cable and connector. A 40 A breaker (125% of continuous maximum supply current) was required to protect the branch circuit. For convenience and speedier charging, many early EVs preferred that owners and operators install Level 2 charging equipment, which

5478-415: The initial dealers, which were chosen for their proximity to hydrogen refueling stations. The Clarity Fuel Cell is eligible for a federal tax credit of US$ 8,000 , as the tax credit for fuel-cell vehicles was given in December 2015 a short-term extension through the end of 2016. As a zero-emission vehicle (ZEV), the Clarity FCV is eligible for a purchase or lease rebate in California of US$ 4,500 through

5561-633: The largest public charging networks in Australia were in the capital cities of Perth and Melbourne , with around 30 stations (7   kW AC) established in both cities – smaller networks exist in other capital cities. In India, public electric vehicle (EV) charging stations are commonly located street-side and at retail shopping centers, government facilities, and other parking areas. Private charging stations are typically found at residences, workplaces, and hotels. Several Indian companies are actively developing and managing EV charging infrastructure across

5644-426: The maximum charging power due to limitations of the battery or battery management system , charging losses (which can be as high as 25% ), and vary over time due to charging limits applied by a charge controller . The usable battery capacity of a first-generation electric vehicle, such as the original Nissan Leaf, was about 20   kilowatt-hours (kWh), giving it a range of about 100 mi (160 km). Tesla

5727-468: The new generation Clarity Fuel Cell there are two additional variants — the Clarity Electric and Clarity Plug-in Hybrid, which were both released in 2017. The all-electric Clarity EV with a 25.5   kWh battery has 143 km (89 mi) of range, and is only available for a three-year lease (US$ 199/month with US$ 899 down) for residents of California or Oregon. For the US market, the Clarity Electric

5810-534: The notion of shared off-board DC charging infrastructure, together with the charging system design for CHAdeMO came out of TEPCOs trials starting in 2006, the connector itself had been designed in 1993, and was specified by the 1993 Japan Electric Vehicle Standard (JEVS) G105-1993 from the JARI. In addition to carrying power, the connector also makes a data connection using the CAN bus protocol. This performs functions such as

5893-461: The power when the EV is not charging. The two main types of safety sensors: Sensor wires react more quickly, have fewer parts to fail, and are possibly less expensive to design and implement. Current sensors however can use standard connectors and can allow suppliers to monitor or charge for the electricity actually consumed. Longer drives require a network of public charging stations. In addition, they are essential for vehicles that lack access to

5976-399: The premises wiring to the electric vehicle", including "conductors ... electric vehicle connectors, attachment plugs, and all other fittings, devices, power outlets, or apparatuses". Tesla, Inc. uses the term charging station as the location of a group of chargers, and the term connector for an individual EVSE. The National Electric Transportation Infrastructure Working Council (IWC)

6059-416: The reasons for such a low number of cars in the U.S. was a lack of hydrogen filling stations. In 2014 Honda announced to phase out the FCX Clarity. From 2008 to 2015, Honda leased a total of 48 FCX units in the US. The FCX Clarity electrical power comes from a 100   kW Honda Vertical Flow (V Flow) hydrogen fuel cell stack whereby electricity is supplied on demand. In common with many electric vehicles,

6142-416: The rectifier can handle, so beyond approximately 240 V AC and 75 A it is better for an external charging station to deliver DC directly to the battery. For faster charging, dedicated DC chargers can be built in permanent locations and provided with high-current connections to the grid. Such high voltage and high-current charging is called a DC fast charge (DCFC) or DC quick charging (DCQC). While

6225-418: The round pin-and-sleeve (Yazaki) connector as its standard implementation, and the rectangular Avcon butt connector was rendered obsolete. Charging time depends on the battery's capacity, power density, and charging power. The larger the capacity, the more charge the battery can hold (analogous to the size of a fuel tank). Higher power density allows the battery to accept more charge per unit time (the size of

6308-742: The tank opening). Higher charging power supplies more energy per unit time (analogous to a pump's flow rate). An important downside of charging at fast speeds is that it also adds stress to the mains electricity grid. The California Air Resources Board specified a target minimum range of 150 miles (240 km) to qualify as a zero-emission vehicle , and further specified that the vehicle should allow for fast-charging. Charge time can be calculated as: Charging Time (h) = Battery capacity (kWh) Charging power (kW) {\displaystyle {\text{Charging Time (h)}}={\frac {\text{Battery capacity (kWh)}}{\text{Charging power (kW)}}}} The effective charging power can be lower than

6391-612: The vehicle's onboard charging circuitry directly to the AC supply. Commonly, though incorrectly, called "Level 3" charging based on the older NEC-1999 definition, DC charging is categorized separately in the SAE standard. In DC fast-charging, grid AC power is passed through an AC-to-DC converter in the station before reaching the vehicle's battery, bypassing any AC-to-DC converter on board the vehicle. Additional standards released by SAE for charging include SAE J3068 (three-phase AC charging, using

6474-496: Was connected to the EV either through an inductive paddle ( Magne Charge ) or a conductive connector ( Avcon ). Level 3 charging equipment used an off-vehicle rectifier to convert the input AC power to DC, which was then supplied to the vehicle. At the time it was written, the 1999 NEC handbook anticipated that Level 3 charging equipment would require utilities to upgrade their distribution systems and transformers. The Society of Automotive Engineers ( SAE International ) defines

6557-585: Was formed in 1991 by the Electric Power Research Institute with members drawn from automotive manufacturers and the electric utilities to define standards in the United States; early work by the IWC led to the definition of three levels of charging in the 1999 National Electric Code (NEC) Handbook. Under the 1999 NEC, Level 1 charging equipment (as defined in the NEC handbook but not in

6640-410: Was launched nationwide in the latter on December 14, 2017, starting at an MSRP of C$ 39,990, before available government incentives up to C$ 13,000. For the North American market, the Clarity Plug-in Hybrid is equipped with a J1772 charge port for AC charging at up to 6.6   kW. A full charge takes approximately 2.5 hours at the full 6.6   kW speed (240   V 27.5   A), or 13 hours from

6723-540: Was required to accommodate a liquid-cooled vehicle inlet charge port; the smaller paddle (introduced in 2000) interfaced with an air-cooled inlet instead. SAE J1773, which described the technical requirements for inductive paddle coupling, was first issued in January 1995, with another revision issued in November 1999. The influential California Air Resources Board adopted the conductive connector as its standard on 28 June 2001, based on lower costs and durability, and

6806-630: Was selected in May 2019 and tested at the National Renewable Energy Laboratory (NREL) in September 2020. Thirteen manufacturers participated in the test, which checked the coupling and thermal performance of seven vehicle inlets and eleven charger connectors. The final connector requirements and specification was adopted in December 2021 as MCS connector version 3.2. With support from Portland General Electric , on 21 April 2021 Daimler Trucks North America opened

6889-418: Was the first company to introduce longer-range vehicles, initially releasing their Model S with battery capacities of 40   kWh, 60   kWh and 85   kWh, with the latter lasting for about 480 km (300 mi). As of 2022 plug-in hybrid vehicles typically had an electric range of 15 to 60 miles (24–97 km). Batteries are charged with DC power. To charge from the AC power supplied by

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