Browse Topic: Charge couplers
ABSTRACT The roll-up roll-away Tactical Vehicle-to-Grid / Vehicle-to-Vehicle (V2G/V2V) system provides a plug-and-play, very fast forming, smart, aggregated, and efficient power solution for an emerging (including austere) contingency base that is ready to generate up to 240kW of 208 VAC 3-phase power in less than 20 minutes. The system is designed to provide grid services (peak shaving, Volt/VAR control, power regulation, and current source mode) beneficial to emerging and mature grids (CONUS or OCONUS). The system uses vehicle Transmission-Integrated Generators (TIGs) to produce 600VDC power for use by vehicle hotel-loads (electrification) and off-board loads (tents/shelters, communications centers, or other electrical loads). Each vehicle is equipped with a Vehicle Communication Module (VCM), which provided the communication capability prior to initiation of transfer of up to 100kW of power via the J1772 SAE Combo Connector between vehicles (V2V) and/or for export power off-vehicle
This document covers the general physical, electrical, functional, testing, and performance requirements for conductive power transfer to an electric vehicle using a coupler capable of, but not limited to, transferring three-phase AC power. It defines a conductive power transfer method including the digital communication system. It also covers the functional and dimensional requirements for the electric vehicle inlet, supply equipment connector, and mating housings and contacts. Moveable charging equipment such as a service truck with charging facilities are within scope. Charging while moving (or in-route-charging) is not in scope
This document covers the general physical, electrical, functional, safety, and performance requirements for conductive power transfer to an electric vehicle using a coupler, which can be hand-mated and is capable of transferring either DC or AC single-phase power using two current-carrying contacts
SAE International announced on December 19 that it has released the Technical Information Report (TIR) for the SAE J3400 standard covering development and implementation of the Tesla-developed NACS (North American Charging Standard) connector to couple public and residential charging units to EVs made by any automaker. In a release, the organization said the SAE J3400 North American Charging Standard Electric Vehicle Coupler Technical Information Report (TIR) “was developed through broad-based industry consensus in the SAE Hybrid-EV J3400 TM NACS Electric Vehicle Coupler Task Force.” The SAE J3400: NACS Electric Vehicle Coupler Technical Information Report can be reached at: https://www.sae.org/standards/content/j3400_202312
This SAE Standard covers the general physical, electrical, functional, and performance requirements to facilitate conductive charging of EV/PHEV vehicles in North America. This document defines a common EV/PHEV and supply equipment vehicle conductive charging method, including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector
This document covers the general physical, electrical, functional, safety, and performance requirements for conductive power transfer to an electric vehicle using a coupler, which can be hand-mated and is capable of transferring either DC or AC single-phase power using two current-carrying contacts
SAE International announced in late June, 2023, that it intended to standardize the Tesla-developed North American Charging Standard (NACS) EV charging connector for North America. SAE then created the J3400 NACS Task Force to expedite creation of the J3400 NACS Electric Vehicle Coupler standard. Grayson Brulte, host of SAE's Tomorrow Today podcast, subsequently interviewed Christian Thiele, Director, Global Ground Vehicle Standards, SAE International, and Dr. Rodney McGee, Ph.D., P.E. Chairman, SAE J3400 NACS Task Force and Chief Engineer at the University of Delaware, regarding the work of the J3400 Task Force and other aspects of standardization as electrification technology proliferates throughout the light- and heavy-duty vehicle sectors. This Q&A is an abbreviated portion of that interview and the podcast can be heard in its entirety at: https://www.sae.org/podcasts/tomorrow-today/episodes/sae-to-standardize-teslanacs-connector
In an announcement that could change the balance of power in the still-formative EV charging-station race, seven global automakers said they will work together to create an expansive DC-fast-charging network that would mean high-powered charging at far more locations in North America. Stating a goal of installing at least 30,000 high-powered DC charging points in urban and highway locations were General Motors, Stellantis, Honda, BMW Group, Hyundai, Kia and Mercedes-Benz Group. The group did not say when the full number of chargers would be operational, but did say the first stations should open in the summer of 2024 in the United States
SAE International announced that it will standardize the Tesla-developed North American Charging Standard (NACS) charging connector for EVs. The global engineering organization that engages nearly 200,000 engineers, technical experts and volunteers said in a press release that it will work to help with deployment of the NACS connector, an alternative to the longstanding SAE J1772 Combined Charging System (CCS) connector, after Ford, General Motors and a number of EV public-charging equipment suppliers recently indicated they intend to adopt the NACS connector design. “Standardizing the NACS connector will provide certainty, expanded choice, reliability and convenience to manufacturers and suppliers and, most of all, increase access to charging for consumers,” explained Frank Menchaca, president of Sustainable Mobility Solutions, an innovation arm of SAE's parent company, Fullsight. The organization in a statement credited the U.S.'s Joint Office of Energy and Transportation for
It was impossible to miss in late May what surely will be one of the year's highest-profile electrification stories. Ford, quickly followed by GM and many others, announced they will adopt the Tesla-developed “North American Charging Standard” (NACS) EV charging connector (see pg. 4). The shift ostensibly displaces the SAE International-developed Standard J1772 “Combined Charging System” (CCS) connector that has been the predominant connector standard for just about every EV that isn't a Tesla. Although most who've handled both connectors wouldn't argue the NACS connector and its thinner cable generally is more user-friendly, the more impactful aspect of the connector transition “deal” was that much of Tesla's vaunted Supercharger public DC fast-charging network - some 12,000 chargers at 2000 sites in North America - will be available to non-Tesla EVs starting next year. This was the Holy Grail for Ford, GM and others anxious to reassure current and future EV purchase “intenders
SAE International announced that it will standardize the Tesla-developed North American Charging Standard (NACS) charging connector for EVs. The global engineering organization that engages nearly 200,000 engineers, technical experts and volunteers said in a press release that it will work to help with deployment of the NACS connector, an alternative to the longstanding SAE J1772 Combined Charging System (CCS) connector, after Ford, General Motors and a number of EV public-charging equipment suppliers recently indicated they intend to adopt the NACS connector design. “Standardizing the NACS connector will provide certainty, expanded choice, reliability and convenience to manufacturers and suppliers and, most of all, increase access to charging for consumers,” said Frank Menchaca, president of Sustainable Mobility Solutions, an innovation arm of SAE's parent company, Fullsight. The organization in a statement credited the U.S.'s Joint Office of Energy and Transportation for fostering
This document covers the general physical, electrical, functional, testing, and performance requirements for conductive power transfer, primarily for vehicles using a conductive ACD connection capable of transferring DC power. It defines conductive power transfer methods, including the infrastructure electrical contact interface, the vehicle connection interface, the electrical characteristics of the DC supply, and the communication system. It also covers the functional and dimensional requirements for the vehicle connection interface and supply equipment interface. New editions of the documents shall be backwards compatible with the older editions. There are also sub-documents which are identified by a SAE J3105/1, SAE J3105/2, and SAE J3105/3. These will be specific requirements for a specific interface defined in the sub-document. SAE J3105: Main document, including most requirements. ○ SAE J3105/1: Infrastructure-Mounted Cross Rail Connection ○ SAE J3105/2: Vehicle-Mounted
This SAE Recommended Practice establishes uniform chassis dynamometer test procedures for hybrid-electric vehicles (HEVs) and plug-in hybrid-electric vehicles (PHEVs) designed for public roads. This recommended practice provides instructions for measuring and calculating the exhaust emissions and fuel economy of such vehicles over the following standard test cycles: the Urban Dynamometer Driving Schedule (UDDS), the Highway Fuel Economy Driving Schedule (HFEDS), the US06 Driving Schedule (US06), the SC03 Driving Schedule (SC03), and the cold-start Federal Test Procedure (cold FTP), which is based on the UDDS. However, the procedures are structured so that other driving schedules may be substituted, provided that the corresponding preparatory procedures, test lengths, and weighting factors are modified accordingly. This document does not specify which emissions constituents to measure (e.g., HC, CO, NOx, CO2); instead, that decision will depend on the objectives of the tester. The
This SAE Information Report contains definitions for HEV, PHEV, and EV terminology. It is intended that this document be a resource for those writing other HEV, PHEV, and EV documents, specifications, standards, or recommended practices
The SAE J2954 standard establishes an industry-wide specification that defines acceptable criteria for interoperability, electromagnetic compatibility, EMF, minimum performance, safety, and testing for wireless power transfer (WPT) of light-duty plug-in electric vehicles. The specification defines various charging levels that are based on the levels defined for SAE J1772 conductive AC charge levels 1, 2, and 3, with some variations. A standard for WPT based on these charge levels enables selection of a charging rate based on vehicle requirements, thus allowing for better vehicle packaging and ease of customer use. The specification supports home (private) charging and public wireless charging. In the near term, vehicles that are able to be charged wirelessly under SAE J2954 should also be able to be charged conductively by SAE J1772 plug-in chargers. SAE J2954 addresses unidirectional charging, from grid to vehicle; bidirectional energy transfer may be evaluated for a future standard
This SAE Information Report contains definitions for HEV, PHEV, and EV terminology. It is intended that this document be a resource for those writing other HEV, PHEV, and EV documents, specifications, standards, or recommended practices
This SAE Recommended Practice establishes uniform procedures for testing battery electric vehicles (BEVs) which are capable of being operated on public and private roads. The procedure applies only to vehicles using batteries as their sole source of power. It is the intent of this document to provide standard tests which will allow for the determination of energy consumption and range for light-duty vehicles (LDVs) based on the federal emission test procedure (FTP) using the urban dynamometer driving schedule (UDDS) and the highway fuel economy driving schedule (HFEDS) and provide a flexible testing methodology that is capable of accommodating additional test cycles as needed. Additionally, this SAE Recommended Practice provides five-cycle testing guidelines for vehicles performing supplementary testing on the US06, SC03, and cold FTP procedure. Realistic alternatives should be allowed for new technology. Evaluations are based on the total vehicle system’s performance and not on
This SAE J3072 Standard establishes requirements for a grid support inverter system function which is integrated into a plug-in electric vehicle (PEV) which connects in parallel with an electric power system (EPS) by way of conductively coupled, electric vehicle supply equipment (EVSE). This standard also defines the communication between the PEV and the EVSE required for the PEV onboard inverter function to be configured and authorized by the EVSE for discharging at a site. The requirements herein are intended to be used in conjunction with IEEE 1547 and IEEE 1547.1. This standard shall also support interactive inverters which conform to the requirements of IEEE 1547-2003 and IEEE 1547.1-2005, recognizing that many utility jurisdictions may not authorize interconnection
The SAE J2954 standard establishes an industry-wide specification that defines acceptable criteria for interoperability, electromagnetic compatibility, EMF, minimum performance, safety, and testing for wireless power transfer (WPT) of light-duty plug-in electric vehicles. The specification defines various charging levels that are based on the levels defined for SAE J1772 conductive AC charge levels 1, 2, and 3, with some variations. A standard for WPT based on these charge levels enables selection of a charging rate based on vehicle requirements, thus allowing for better vehicle packaging and ease of customer use. The specification supports home (private) charging and public wireless charging. In the near term, vehicles that are able to be charged wirelessly under SAE J2954 should also be able to be charged conductively by SAE J1772 plug-in chargers. SAE J2954 addresses unidirectional charging, from grid to vehicle; bidirectional energy transfer may be evaluated for a future standard
This document covers the general physical, electrical, functional, testing, and performance requirements for conductive power transfer, primarily for vehicles using a conductive ACD connection capable of transferring DC power. It defines conductive power transfer methods, including the infrastructure electrical contact interface, the vehicle connection interface, the electrical characteristics of the DC supply, and the communication system. It also covers the functional and dimensional requirements for the vehicle connection interface and supply equipment interface. There are also sub-documents which are identified by a SAE J3105/1, SAE J3105/2, and SAE J3105/3. These will be specific requirements for a specific interface defined in the sub-document. SAE J3105: Main document, including most requirements. ○ SAE J3105/1: Infrastructure-Mounted Cross Rail Connection ○ SAE J3105/2: Vehicle-Mounted Pantograph Connection ○ SAE J3105/3: Enclosed Pin and Socket Connection
This SAE Standard covers the general physical, electrical, functional and performance requirements to facilitate conductive charging of EV/PHEV vehicles in North America. This document defines a common EV/PHEV and supply equipment vehicle conductive charging method including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector
This SAE Recommended Practice establishes the minimum interface compatibility requirements for electric vehicle (EV) inductively coupled charging for North America. This part of the specification is applicable to manually connected inductive charging for Levels 1 and 2 power transfer. Requirements for Level 3 compatibility are contained in Appendix B. Recommended software interface messaging requirements are contained in Appendix A. This type of inductively coupled charging is generally intended for transferring power at frequencies significantly higher than power line frequencies. This part of the specification is not applicable to inductive coupling schemes that employ automatic connection methods or that are intended for transferring power at power line frequencies
ROBoT is an on-orbit version of the ground-based Dynamics Skills Trainer (DST) that astronauts use for training on a frequent basis. This software consists of two primary software groups. The first series of components is responsible for displaying the graphical scenes. The remaining components are responsible for simulating the Mobile Servicing System (MSS), the Japanese Experiment Module Remote Manipulator System (JEMRMS), and the H-II Transfer Vehicle (HTV) Free Flyer Robotics Operations. The MSS simulation software includes: Robotic Workstation (RWS) simulation, a simulation of the Space Station Remote Manipulator System (SSRMS), a simulation of the ISS Command and Control System (CCS), and a portion of the Portable Computer System (PCS) software necessary for MSS operations
This SAE Recommended Practice covers the general physical, electrical, functional and performance requirements to facilitate conductive charging of EV/PHEV vehicles in North America. This document defines a common EV/PHEV and supply equipment vehicle conductive charging method including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector
This SAE Recommended Practice covers the general physical, electrical, functional and performance requirements to facilitate conductive charging of EV/PHEV vehicles in North America. This document defines a common EV/PHEV and supply equipment vehicle conductive charging method including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector
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