Electric vehicle charging according to standard IEC62196 – mode 3
This application note accompanies the Electric vehicle AC charging example. The IEC62196 Type 2 connector is modelled. Communication between the EV charger and the EV is performed using PWM signalization over Control Pilot as per IEC 61851-1 and J1772.
Introduction

To apply DC-charging, significant information exchange between the battery and the external power supply is essential. Thus, high level communication is needed. For AC charging, just the pilot signal is necessary. Most stationary installed EVSEs apply mode 3 as it allows the highest flexible and high charging powers. This application note describes the procedure of signaling on the contact pilot (CP) pin for AC charging according to IEC62196 - mode 3.
Model description


Resistor PP-PE | 1500Ω | 680Ω | 220Ω | 100Ω |
---|---|---|---|---|
Maximum current | 13A | 20A | 32A | 63A |
Cable cross section | 1.5 mm2 | 2.5 mm2 | 6 mm2 | 16 mm2 |

No. of processing cores | 2 |
---|---|
Max. matrix memory utilization | 12.5% |
Max. time slot utilization | 59.38% |
Simulation step, circuit solver | 1 µs |
Execution rate, signal processing | Multirate (10 µs, 400 µs) |
Simulation
Figure 5 shows the SCADA representation of the previously described model. It represents settings and status of all components. For the charging station, we can mainly set the duty cycle and observe the status coded by Vcp. The cable allows us to connect the EV and to select a cross section of the applied cable. For the EV a user interface like you would find in a normal car is visible. In addition, the internal values of the charging controller are shown. These include the detected DC, maximum current, and the detected status. The scope in the middle shows the Vcp on the EV side, including the detected edges from duty cycle detection.


By selecting a charging current in the EV’s user interface in the SCADA, you should observe an increase state of charge for the EV. Notice if you try to set the Iset value higher than the Imax_car you will not be allowed to. The charging station dictates the maximum current and therefore prevents damage to the charging infrastructure.
Files | |
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Typhoon HIL files |
examples\models\automotive\electric vehicle AC charging electric vehicle AC charging.tse electric vehicle AC charging.cus \examples\tests\108_ev_ac_charging_test\test_ev_ac_charging.py |
Minimum hardware requirements | |
No. of HIL devices | 1 |
HIL device model | HIL402 |
Device configuration | 3 |
Test Automation
TyphoonTest IDE script path: examples\tests\examples\tests\108_ev_ac_charging_test\test_ev_ac_charging.py
The provided test automation script validates the performance of the EVSE during the following operation modes:
- Verification of vehicle connection
- EVSE Ready to supply energy
- EV Ready to Accept Energy
- Verification of EV current control tolerance for several duty cycles
After these operation modes have been tested, the script generates a plot of the Maximum supply current as a function of the pilot signal duty cycle. Along this plot is a tolerance curve which confirms that the values of the Maximum supply current are in the expected range. Both of these curves can be seen on the right of Figure 8, along with the list of all test cases on the left of the figure.

You can obtain a full test report by running the test from TyphoonTest IDE (for easy access, press the "Open Test" button in the Example Explorer).
Authors
This model has been created by the Fraunhofer Institute for Solare Energy Systems ISE within the activities of the Digital Grid Lab www.digital-grid-lab.com. In this service laboratory, tests of EVSEs are performed. For detailed questions, please refer to:
[1] Dr. Bernhard Wille-Haussmann, Fraunhofer ISE, Head of Grid Operation and Planning, [email protected]