this post was submitted on 20 Aug 2023
33 points (97.1% liked)

Electric Vehicles

2943 readers
431 users here now

A community for the sharing of links, news, and discussion related to Electric Vehicles.

Rules

  1. No bigotry - including racism, sexism, ableism, homophobia, transphobia, or xenophobia.
  2. Be respectful, especially when disagreeing. Everyone should feel welcome here.
  3. No self-promotion
  4. No irrelevant content. All posts must be relevant and related to plug-in electric vehicles — BEVs or PHEVs.
  5. No trolling
  6. Policy, not politics. Submissions and comments about effective policymaking are allowed and encouraged in the community, however conversations and submissions about parties, politicians, and those devolving into general tribalism will be removed.

founded 1 year ago
MODERATORS
whoopThereItIs@lemmy.world
pushpush@lemmy.world
cosmic_slate@dmv.social
cosmic_slate@lemmy.world
33
The Switch From CCS1 To Tesla's NACS Connector Is Expected To Kill The J1772 AC Plug (insideevs.com)
submitted 11 months ago by adlr@lemmy.world to c/evs@lemmy.world
32 comments fedilink hide all child comments
 

I was wondering with all the talk of NACS, what would happen to J1772. I think I found the answer, unless folks here see it differently. Thanks!

you are viewing a single comment's thread
view the rest of the comments
[–] pokemaster787@ani.social 2 points 11 months ago (1 children)

IIRC, Tesla claims their connector is rated for 1kV as well, and at a slightly higher total power rating than NACS. They haven't actually fielded chargers above 400V, though. It seems though that the general consensus is that the NACS connector is actually more or equally capable overall compared to the CCS (J1772) connector, in a smaller form-factor. At first I thought it was a pretty odd switch, but now that it's an open standard managed by SAE and the specs seem to be at worst comparable... it's not exactly a bad idea for the OEMs to use it.

[–] zomtecos@feddit.de 1 points 11 months ago

Actually, it’s not just another plug. The fact that the same Pins are used for AC and DC charging adds a little bit more complexity to the car. Either you need additional switches in the car to separate the Onboard AC-Charger from the charging port, or the AC-Charger must be designed to withstand an DC input on its AC-Input contacts. That probably won’t be the biggest problem when the DC-voltage is just around 400V, as the AC-voltage is not that far away.

But if you switch to 800V Batteries (which most of the industry is doing), that probably could get more challenging, as the AC-charging-voltage won’t change.

We‘ll see what the car industries solution will be.