Type 2 EV connector

EV charging stations coordinate three flows—power, low-voltage cable signaling, and cloud data—so the vehicle and station agree on limits, close the contactors safely, deliver measured energy, and settle the session.     First-time user quick pathLocate a station → authenticate (RFID, app, or Plug and Charge) → plug in and watch the session start.     What a station actually doesA station is more than a socket. It routes safe power, exchanges low-voltage signals with the car to agree limits, talks to a backend to authorize and log the session, and produces a billable record. The process is controlled, measured, and auditable end to end.     The three flows in one viewPower: grid or on-site generation → distribution panel → cabinet or wallbox → contactor → vehicle batteryControl: control-pilot signaling (IEC 61851-1 / SAE J1772) advertises limits → vehicle requests within those limits → safe state reachedData: station ↔ cloud via a charging protocol (e.g., OCPP) for authorization, tariffs, session status, meter values, and receipt     AC vs DCWith AC charging, AC-to-DC conversion happens inside the car’s onboard charger (OBC) at modest power.With DC fast charging, conversion moves into the cabinet; rectifier modules supply high-current DC directly to the battery while the vehicle supervises demand and limits.     AC vs DC roles and signals Item AC charging (home & workplace) DC fast charging (public DC) Where AC→DC happens Inside the car (onboard charger) Inside the cabinet (rectifier modules) Typical power 3.7–22 kW 50–400 kW+ How current is set Vehicle requests within station limit Station modules meet vehicle request within site and thermal limits Bottleneck rule Session rate = min(vehicle capability, station capability, site limits) Session rate = min(vehicle capability, station capability, site limits) Cable and interface (by region) Type 2 or J1772 CCS2, CCS1, GB/T, or NACS On-cable signaling Control Pilot 1 kHz PWM declares current ceiling; Proximity Pilot identifies cable and latch Same low-voltage chain plus high-voltage interlocks and insulation checks Safety chain State transitions before the main contactor closes; leakage protection present Same chain plus pack-level protections Cloud link Session, tariff, status, faults, firmware Same, with more telemetry and thermal data     What happens on the wireBefore any high voltage appears, the station and vehicle talk over two low-voltage lines in the connector. The control pilot is a 1 kHz square wave; its duty cycle advertises the station’s current ceiling. The vehicle reads that ceiling and never requests more.   The proximity pilot tells the station what cable is connected and whether the latch is engaged. Only after these checks pass does the system move from a waiting state to an energized state. For readers who need the physical interface and handling notes, see our Type 2 EV connector page for shell geometry, latch behavior, and cable rating basics.     The safety chain that prevents hot-plugging Mechanical: the latch holds the plug in place; the station senses it. Electrical: ground and insulation checks pass; leakage protection is armed. Logical: once the vehicle signals readiness, the station transitions to the energized state. Power: the main contactor (high-power relay) closes; monitoring continues during the session. If any condition fails, the contactor opens and power stops.     How the station talks to the cloudStations rarely run alone. Through OCPP (Open Charge Point Protocol), the unit reports status, receives tariffs and updates, opens and closes sessions, and uploads meter values and error codes. Typical message flow includes Authorize → StartTransaction → MeterValues (periodic) → StopTransaction, plus Heartbeat and Firmware management. A certified meter records energy in kilowatt-hours; time-based or session fees can be added by policy, but the energy measure anchors the bill.     From plug-in to billing: a seven-step timeline 1. Physical connection: insert the connector until the latch clicks; the station senses cable type and capacity. 2. Safety checks: ground and insulation look correct; the station broadcasts the 1 kHz control signal. 3. Capability announcement: the duty cycle states the maximum allowed current for this outlet and cable. 4. Vehicle readiness: the vehicle acknowledges and requests an appropriate current or begins the DC handshake. 5. Energize: the station closes contactors; protective devices arm and stay vigilant. 6. Metered delivery: energy is measured and logged; limits adjust with temperature, load management, or site policy. 7. End and settle: stop via button, app, RFID, or target reached; logs are finalized for billing.     Why sessions fail more often than they should• Physical fit and latch: dirt, misalignment, worn seals, or a bent spring can block the proximity signal.• Cable and strain relief: sharp bends, damaged sheath, or water ingress trigger protection.• Signaling out of range: poor contact or corrosion alters low-voltage levels so the vehicle never sees a valid state.• Backend delays: if the cloud takes too long to authorize, the station times out.• Thermal limits: hot weather or a dusty filter derates current; some vehicles stop early to protect the pack. For high-duty public sites in hot weather, a CCS2 liquid-cooled connector helps keep handle temperatures stable and cable weight manageable during long sessions.     GlossaryContactor: high-power relay that connects the main circuitDuty cycle: percentage of time the control signal is on within one cycleInsulation check: verification that high-voltage parts are not leaking to groundPlug and Charge (ISO 15118): certificate-based automatic authentication over the same cable     FAQs Can I just plug in and start?Some vehicles support Plug and Charge (ISO 15118) for certificate-based automatic authentication. Otherwise use RFID or the operator’s app.   Why did my session fail to start?Press until the latch clicks, check the cable route (no sharp bends), clean visible dirt on the connector, then try the app if RFID times out.   Why does charging sometimes slow down?Stations and vehicles reduce current near high state-of-charge, when the connector warms up, or when the site balances power across stalls.   What exactly is being billed?Energy in kilowatt-hours forms the base. Operators may add time-based or session fees and taxes; the receipt lists the components.

J1772 is the North American name for the IEC 62196-2 Type 1 AC connector. Type 2 is the IEC 62196-2 connector used across Europe and many other regions.   For DC fast charging, both regions use the IEC 62196-3 “CCS” family (CCS1 in NA, CCS2 in EU). The choice you make here affects AC charging only.   Related articles: What Is a Type 2 EV Connector?  What is the J1772 Connector?     One-screen decision table Vehicle inlet Region Site supply Use this cable/plug head Adapter? Typical AC limit Notes J1772 (Type 1) North America Single-phase 240 V, 16–40 A Type 1 No ~3.3–9.6 kW (OBC-dependent) Standard for NA homes and many workplaces. Check your onboard charger (OBC) ceiling first. J1772 (Type 1) Visiting Europe Public Type 2 posts Type 1 ↔ Type 2 solution Often yes Capped by your OBC; post may be three-phase Carry a rated adapter; confirm start method (RFID/app). Type 2 Europe 1-phase or 3-phase 16/32 A Type 2 No ~7.4 / 11 / 22 kW Three-phase 11/22 kW is common for homes and depots. Type 2 North America (some posts) Single-phase 240 V Type 2 (if provided) Vehicle needs Type 2 inlet or adapter ~7.4 kW typical Still uncommon in NA; check both car and site. DC fast charging NA/EU — CCS1 (NA) / CCS2 (EU) No for CCS-equipped vehicles Station-rated DC uses CCS; Type 1/Type 2 are AC topics.     CompatibilityStart with the car. Your OBC decides the AC ceiling. If the OBC is single-phase 32 A (~7.4 kW), a bigger plug or a three-phase post will not make AC faster.Match the site. North American homes are usually single-phase 240 V. Europe often offers three-phase 16/32 A in homes and light commercial sites. Public AC posts advertise per-phase current or a headline kW. Read both. Match the hardware. Use a cable head and cable rated for the current. Longer cables cost more, drop more voltage, and run warmer. Pick the shortest that still parks comfortably. Seat and lock. Insert fully until you feel a positive click. Poor contact or a weak latch causes failed starts and early drop-outs. Typical ceilings to set expectations: single-phase 32 A ≈ 7.4 kW; three-phase 16/32 A ≈ 11/22 kW. Bigger plugs do not beat your OBC.     Standards map: J1772, Type 2, CCSJ1772 is the IEC 62196-2 Type 1 shape. Type 2 is also in IEC 62196-2. DC fast charging (CCS1/CCS2) lives in IEC 62196-3. Keep this map in mind to avoid mixing AC and DC topics.     Adapters and the J3400/NACS transitionNorth America is moving toward SAE J3400 (often called NACS). During the transition, an adapter can bridge gaps between inlets and posts. Use one when travel or mixed sites make it necessary. Avoid it for high-current, long indoor-outdoor sessions in harsh weather or with unknown-quality hardware. Always check rated current, thermal behavior, ingress protection, and whether your vehicle maker supports that setup for warranty.     Buyer’s checklist Length and flexibility: enough reach without tight bends; stays workable in winter. Rated current and conductor size: avoid undersizing; monitor temperature rise in real use. Ingress/impact ratings: IP and IK that match outdoor reality and frequent handling. Compliance labeling: UL/CE as applicable, plus the correct IEC 62196 part marking on the product.     Two misconceptions“Type 2 is always faster.” Not if the car is single-phase or the OBC is the limit. Interface shape does not override the car’s charger. “An adapter solves everything.” It adds limits and can reduce reliability. Treat adapters as a bridge, not a permanent speed upgrade.     FAQ Q: Can a J1772 car charge on a European Type 2 post?A: Yes, with the right adapter and within your car’s OBC limit. Expect no speed gain if the OBC is single-phase 32 A; a three-phase post will still feed you at single-phase.   Q: I installed 22 kW three-phase at home. Will every car charge at 22 kW?A: Only if the car’s OBC supports three-phase at that rate. Many cars are limited to 11 kW or even 7.4 kW. The wall hardware cannot lift an OBC ceiling.   Q: Do AC choices affect DC fast-charging speed?A: No. AC (Type 1/Type 2) and DC (CCS1/CCS2) are separate systems. Your DC speed depends on the car’s DC charge curve, battery conditions, and the station—not your AC cable choice.     If you’re standardizing hardware, Workersbee offers production-ready Type 1 EV Connectors for North America and Type 2 EV Connectors for Europe, with options for cable length, conductor size, over-mold, seals, and labeling. Our engineering team supports IEC/UL compliance, temperature-rise targets, and fleet-grade strain-relief so your sites stay reliable in real use.   Need help sizing cables to your OBC and site power, or planning a mixed J1772/Type 2 rollout? Talk with a Workersbee engineer to confirm specs, or request a sample/spec sheet to move your project forward.

IntroductionType 2 is the 7-pin AC charging interface used across Europe and many nearby regions for homes, workplaces, and destinations. It supports single-phase and three-phase supply. In practice you will meet 7.4 kW on single-phase and 11 or 22 kW on three-phase, depending on the site and the vehicle’s onboard charger. DC fast charging uses CCS2, not Type 2.     What the plug is and how it worksType 2 has seven contacts. L1, L2, L3, N, and PE carry power and protective earth. CP (control pilot) exchanges basic signals to start, stop, and limit current. PP (proximity pilot) identifies the cable and its rated current so the system does not exceed it. A mechanical lock at the vehicle inlet or charge post holds the connector during the session.       Power levels in daily useThe numbers below reflect common configurations you will find at home and in public AC bays. Power Supply & current Typical where you’ll see it 7.4 kW 1-phase, 32 A Most homes 11 kW 3-phase, 16 A Homes with three-phase; many residential posts 22 kW 3-phase, 32 A Some public AC bays; certain private installs   Note on history: some earlier systems reached 43 kW AC on specific models. That arrangement is rare today and not a planning target.     Type 2 and CCS2 explainedType 2 is used for AC charging. CCS2 is used for DC charging. CCS2 keeps the Type 2 shape and adds two large DC pins under the AC section. Use Type 2 for overnight, destination, and workplace charging on AC. Use CCS2 when you need high-power DC on corridors and quick turnarounds.     Tethered and untethered posts; Mode 2 and Mode 3Tethered posts carry a fixed cable. They are quick to use and remove the need to bring a cable. Untethered posts expect you to use your own Type 2 cable. They reduce wear and theft risk and keep bays tidy when cables are stored properly. Mode 2 refers to a portable in-cable control box used with suitable outlets. Mode 3 refers to dedicated AC equipment or posts that manage the session. Type 2 appears in both contexts.     Compatibility notesMost current European models use Type 2 for AC and CCS2 for DC. Tesla vehicles in Europe follow the same approach today. Other regions use different connector families; check the vehicle inlet and the site standard when traveling.     Selecting the right connector and cable assemblyChoosing by the largest printed number often leads to disappointment. Follow a short sequence that matches your site and vehicle.   Step 1: confirm the supplyCheck whether your site is single-phase or three-phase. Confirm continuous current capacity at 16 A or 32 A on the intended circuit. An electrician can verify this and advise on protection and wiring routes.   Step 2: check the vehicle’s onboard charger (OBC)Your AC rate is capped by the OBC. If the OBC supports only single-phase 7.4 kW, a three-phase post will not speed up AC sessions. If the OBC supports three-phase 11 or 22 kW, align the site supply to unlock that performance.   Step 3: size the cable and enclosure to the place you parkPick a length that reaches the inlet without tight bends. Avoid long coils that trap heat. For outdoor use, prefer robust housings, sealed boots, and strain relief that tolerates repeated flexing. Where vandalism or theft is a concern, plan holsters and locks.     Product noteOnce supply and OBC limits are clear, standardize on a Type 2 EV connector with accurate CP/PP behavior, a positive latch, and contact plating suited to continuous 32 A where required. Workersbee offers Type 2 EV connector options designed for 7.4, 11, and 22 kW AC use so each insert feels consistent and lasts under daily handling.     Simple selection flow Supply → OBC → AccessorySingle-phase 32 A or three-phase 16/32 A → Vehicle OBC limit 7.4/11/22 kW → Type 2 EV connector and cable assembly rated to the lower of the two     Site considerations for public AC baysMake insertion and start-up feel predictable. Keep holsters clean so the connector seats with a clear click. Inspect latches, seals, and contact faces on a routine interval and retire tired leads early. Label each bay with its AC power so drivers set realistic expectations. Plan cable management so the lead reaches both front and rear inlets without dragging on the ground.     Product note for operatorsStandardized hardware improves training and cuts reseat errors. A durable Type 2 EV connector paired with well-built Type 2 cable assemblies helps protect contacts, holds up under frequent use, and keeps sessions stable across locations. Workersbee supports specification and deployment so teams align EV connectors, leads, and holsters before scale-up.     Safety and careInsert and remove the connector straight. Do not twist under load. Avoid crushing or sharp edges along the cable path. Do not leave long loops tightly coiled during high-current sessions. Keep protective caps on stored connectors and wipe grit from contact areas before use.     Frequently asked questions Can Type 2 reach 22 kW on ACYes. It requires three-phase 32 A at the site and a vehicle whose OBC supports that rate.   Is Type 2 the same as J1772 (Type 1)No. The signaling ideas are related, but the shapes and regional ecosystems differ. Adapters and the vehicle inlet determine compatibility.   Does Type 2 support DC fast chargingNo. Type 2 is for AC. DC fast charging uses CCS2, which adds two DC pins to the Type 2 geometry.   What cable length should I choosePick the shortest length that reaches the inlet without tight bends from the planned parking position. Shorter runs are neater and reduce the risk of damage or heat buildup in coils.     SummaryType 2 is the widely used 7-pin AC interface for Europe and nearby regions. Expect 7.4 kW on single-phase and 11 or 22 kW on three-phase when the site and vehicle support it. Keep the distinction clear: Type 2 for AC, CCS2 for DC. For consistent operation, specify a reliable Type 2 EV connector and matching cable assembly, then align supply, OBC limits, and site layout before you scale.