CHAdeMO Standard Ups Power To 400 kW, Surpasses CCS

JUN 18 2018 BY MARK KANE 51

CHAdeMO Association just released its new 2.0 version of the fast charging standard that maintains backward compatibility and now offers up to 400 kW of power.

The significant increase in power (compared to 200 kW in v1.2) was possible thanks to doubling the voltage from 500 to 1,000 V at a maximum current of 400 A (which requires a liquid-cooled cable).

The new version of the protocol also incorporates a plug-and-charge (PnC) functionality, that enables automatic authentication and billing when the plug is inserted into the electric vehicle charging inlet. That means CHAdeMO matched CCS Combo functionality and exceeded its power limit (up to 350 kW).

“The new version of CHAdeMO is also compatible with a CHAdeMO plug-and-charge (PnC) functionality that will make the EV users lives even easier. With the CHAdeMO PnC functionality, the users will have to simply insert the CHAdeMO plug into the EV’s inlet, and the authentication and billing will be done automatically.”

CHAdeMO has advantages over the CCS standard because there is a single type of connector worldwide, while CCS divides into two incompatible (J1227 CCS 1 in North America and some other countries, and CCS 2 in Europe and most of the rest of the world). The other strong point for CHAdeMO is the capability of bi-directional charging V2X widely demonstrated around the world.

The new higher power CHAdeMO will be useful for the trucks and buses, but the CHAdeMO Association doesn’t want to stop there and is trying to use the protocol communication for pantographs or even wireless charging.

Here is more about the new v2.0:


“CHAdeMO’s original protocol was released in 2009. Since then, the Association has amended the standard a couple of times to incorporate the required changes through its almost a decade-long in-market experience, but this new version is the first major protocol revision since CHAdeMO 1.0 was published in 2012.CHAdeMO has already enabled in its Version 1.2 (published in March 2017) high-power charging up to 200kW (400A x 500V). CHAdeMO 2.0 now allows for up to 400kW, making high-voltage charging up to 1kV possible using liquid-cooled cable assemblies (still with the exact same CHAdeMO plug shape) or via pantographs. In case of charging with the plug, backward compatibility is ensured, meaning the high-power CHAdeMO chargers can feed power to both the current EVs as well as the upcoming EVs with higher-power charging capability.

CHAdeMO’s Secretary General Dave Yoshida said: “The publication of the new version of the protocol is part of our broader efforts to expand the CHAdeMO protocol to a wider variety of vehicles, including trucks and buses. With the CAN-based communication, it will be a relatively simple but reliable option to charge large commercial vehicles and other industrial applications. Combining these vehicles with the V2X technology, for which CHAdeMO is the only enabler today amongst the major international charging standards with readily available products in the market, fleet owners would benefit from an even larger set of options to rethink the TCO (total cost of ownership) of their vehicles, as these vehicles can not only charge but discharge electricity and support the Grid.””

“CHAdeMO technical representatives continue to actively participate in the IEC Committee’s standardisation work for high-power and bus charging, where, together with other international experts, they are preparing a revision of the DC high power standards, based on the IEC standards published in 2014. This latest CHAdeMO protocol is released in advance to the revision work at IEC.To celebrate the publication of CHAdeMO 2.0 and to ensure the development of high-power CHAdeMO chargers, the Association is organising a technical demo event in Lucerne next week for its members and shall report on the progress shortly.”

CHAdeMO 2.0 – up to 400 kW (1000 V, 400 A)

CHAdeMO 2.0 – up to 400 kW (1000 V, 400 A)

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51 Comments on "CHAdeMO Standard Ups Power To 400 kW, Surpasses CCS"

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Hot Damn! CHAdeMO is a bit late to the E-Bus party, but offering a robust V2G option would completely change the cost-benefit equation for school buses by enabling mitigation of the peak demand of buildings and also providing emergency backup power. Even a transit fleet could benefit by using demand leveling features, bus2bus ’emergency recharging’, and mobile emergency power. I-MiEVs provided power to Japanese facilities after the tsunami. Imagine how long a 547 kWh bus battery could power a mobile command post!

I think very few EV owners are going to allow the local power company to cycle (and wear out) their battery pack faster than necessary. That might be defensible as an emergency backup to prevent blackouts, but using it on an everyday basis to reduce peak demand would be neither sensible nor cost-effective.

If a large commercial building needs to reduce its peak power demand, then by all means the property owner should pay to install his own battery packs. Since stationary battery packs should cost less per kWh than EV battery packs, paying EV owners for that use would only make sense if the property owner was paying below market value to “rent” the EV packs.

It is a very useful thing to have as a homeowner during blackouts. Especially with higher capacity battery packs that are now on the market.

There is no tear and wear if you use it as backup. Installing huge battery system have huge cost, and upgrading an existing 500kW transformer and swithcboard to lets say 800kW also comes at a great cost. Adding 20x15kW V2G chargers and offering 15kWh free charge a day to employees ho keep their car connected might be a cheaper solution. The deal might be that in rare occassions (a few times a year) with peak power demand or failure in some systems the workplace might pull a few kWh over a short time and then try to charge it up again during the remaining time. This could be a very good solution for people without charging possibilities at home and a win-win situation for both employees and property owners.

V2G or V2H has its place, especially for family cars that drive only few km per year (5-10.000 km) and rest of the time it sits idle in garage. It would improve TCO of the car while battery would be still fine.

Take a Tesla as an example. We know that battery can do at least half a million km. But how many people really drive that many km in the lifetime of the car? Using the cars battery as a backup for my house would be great.

This is hilarious considering most cars on Chademo I see are barely at 20 kW and many at 3 kW. They might as well say they’ll up to 2.5 Jijawatts, and the Chademo cars will still charge at 3 kW.

ummmm.. not sure where you’re getting your 20 kW figure from. Past and current generation Nissan Leafs can charge at 50kW (mine gets 47kW on a 50kw chademo charger) and 2019 Leaf will have 100kW charging (most likely still with chademo, at the very least in Asia but perhaps worldwide).

I see speculation that the highest trim level of the 2019 Leaf might have DC charging capacity as high as ~100 kW, but certainly what you say is true of many if not most EVs currently (pun intended) using CHAdeMO chargers.

400 kW? I very seriously doubt we’ll ever see that used by any production car. CHAdeMO is like BetaMAX; even if it’s a better protocol than CCS, it doesn’t matter because nobody except Nissan/Mitsubishi is using it anymore. It’s rapidly becoming obsolete, which is a good thing, because we need a true universal charging standard for EVs, not competing protocols!

Hopefully Nissan will switch to CCS with the 2019 Leaf, and maybe replace their dealer chargers with CCS units as well(would only cost about $11,000 to install a Bosch 24kW CCS unit, even runs on 240V@165A input, so no 3-phase required, just a dedicated 200A service panel, just like a residential one, and you still have enough spare capacity for a 6.6kW level-2).

400 kW charging? That is going to be unreal. About the time the charger gets up to full speed the pack will start to taper.
Kind of makes it almost a requirement for the pack to be at least 75 kWh.
Tossing some numbers around… So if you roll in with 5 kWh/20 miles of range/6.6% of capacity with a 75 kWh pack, and your pack starts to taper at 80%, you could acquire 55 kWh of additional AER in around 9 minutes. 55 kWh would take you around 210 to 220 miles at 70 mph, or 3 more hours after charging for 9 minutes. That is nearly a gas station refueling rate. Or will they find a way to prevent tapering until the very last couple kWh’s of capacity?
Interesting days to come in the BEV world!

Note that Chademo considers 400KW useful only for commercial vehicles which I take to mean vehicles with really big batteries that can absorb that sort of output at normal C rates. It’s not about charging an electric car battery really fast.

Yes, because 400 kilowatt charging requires 1000 volts at the battery… There will not be an on-board charger that will convert that down to a lower voltage for a regular car. I suppose it’s possible new EVs may have battery packs that are at 1000 volts but not yet…

At these rates the smaller packs also need to activate active cooling while charging to avoid tapering.

Properly designed batteries don’t need to speed up and don’t do any premature tapering.

The question is just what does or does not qualify as “premature” in the taper rate. All li-ion batteries absorb current less efficiently as they near 100% charge, requiring slower charging to prevent overheating. That’s a basic limitation of li-ion electrochemical battery cells, not poor engineering of the battery pack.

Since you’re a serial EV basher, you don’t understand the subject you’re commenting on.

I don’t think we can expect to see the end of tapering any time soon, but if the tapering is modest and/or starts after 80% of capacity, it will be something that is easily worked around.

“400 kW charging? That is going to be unreal.”

Unreal as in not happening? 😉 Until any pack goes to 1000V, its just numbers and not reality. Every pack except one from Porsche all sit around 400V fully charged.

And that Porsche pack is switched to being a 400V pack for charging.

At Tesla superchargers, the full charging capacity is typically split up between two vehicles. IF the same applies here, a 200kW option per car sounds pretty real to me.
Also, Porsche seems to think they can pull 350kW off. Tapering will be an issue, but IMHO, most people won’t fill up on long trips but stay in the appropriate SoC corridor between 10% and 80%.
So for the automaker, the question is: how quickly can we add 70% without killing the battery (or tweak the battery to optimise for that SoC corridor. Given your numbers, that sounds pretty reasonable, don’t you think?

Okay so Chademo sees 400KW as only useful for commercial vehicle, i.e. vehicles with really big batteries. That’s in line with Tesla that also doesn’t see a path beyond beyond 250KW yet for cars. Yet Porsche insists its Mission E/Taycan will do 15 minute quickcharges using 350KW. Hmmm…

It’s a startling claim from Porsche. Of course, they can claim anything they want, but let’s see if they actually do that in practice. And if they do, let’s see what happens to the pack capacity if it’s fast-charged at that rate a few dozen times.

Let me know when an actual 400 kW CHAdeMO station is actually installed.

Why? It’s not like your Bolt (and most other evs) can take advantage of it anyway…

Well, the old rumor, never proven, was that the bolt could take 80kW.

Wasn’t a Bolt able to take something like 55 kW from one of the new Electrify America chargers? I think 80kW is the maximum from regenerative braking, though I don’t know why that’s different than from a charger.

They referenced 80kW because at a 500V station, 80kW corresponds to 160A and that’s where the Bolt tops off. They never said it would accept an 80kW charging rate (though, in practice, I don’t really see any issues with that given their battery, but they’re being conservative, and maybe saving a few bucks on the copper from the battery to the charging port at the same time.

Yeah. Even some “fast” Chademo chargers In Japan can provide 50kW. Usually only 30 or 20. LOL. 400Kw? Hehehe.

Type 1 CCS (J1772) has supported 400 kW DC charging since October of 2017 so CHAdeMO has not “surpassed CCS” as is stated in the article headline.

Although CHAdeMO has now updated their specification to support 400 kW, I’m not aware that any liquid-cooled CHAdeMO plug and cable needed to actually implement that new specification in DC charging products has yet been certified and made available for use.

Liquid-cooled cables and plugs are only available for CCS on charging equipment today which is why dual-protocol versions of the latest DC chargers from ABB etc. support 350+ kW CCS but only 100 kW CHAdeMO using conventional cables and plugs.

The 200 kW CHAdeMO specification (400A at 500v) was already published last year but it requires liquid-cooled cables and the don’t commercially exist yet.

ABB and ChargePoint already have DC charging product configurations which claim to support 500 kW charging (500A).

Mark Kane (or Steve?), how come the article claims CHAdeMO surpasses CCS if CCS already has the same 400kW capability?

In practice, neither one will charge at 400kW if they require 1000VDC to do so. The vehicle battery will be the limiting factor (except possibly commercial vehicles)

I may be mistaken but thought the theoretical max for CCS was still 350kW officially. Interestingly, we need to publish another article anyhow as CHAdeMO v2 is now 900kW.

Steven, No CCS is approved to 1000VDC at 400A.


It’s 500 amps.

Color me intrigued. Hopefully that’s not just by going to 2000V?

“I may be mistaken but thought the theoretical max for CCS was still 350kW officially.”

The J1772 specification includes the definition of the J1772 Combo DC plug (CCS Type 1, used for DC charging in North America, South Korea, etc) as well as the definition of the plug without the extra 2 DC pins.

The new revision of J1772 published last October changed the power ratings for DC charging from the old DC Level 2 limit of 200A at 500v to 400A at 1,000v as mentioned in the article I linked to.

“Interestingly, we need to publish another article anyhow as CHAdeMO v2 is now 900kW.”

Huh? The new v2 specification upper limits are 400A at 1,000 volts or 400 kW which was the topic of the article here today.

I’m late to the party here. CCS 2.0 = 1000 volt, 500 amp (according to the spec). It’s “Rated” for 350kW, which is realistic and achievable, because the theoretical max is 500 kW – it allows some leeway for various battery voltages. E.g. you can achieve 350 kW on a 700 volt battery. Chademo 2.0 = 1000 volt, 400 amp (according to the spec). Which is, as you can see, INFERIOR to the CCS spec, only Chademo is publishing the *unachievable* theoretical max kW as the rated power, vs something that is actually achievable. I say unachievable, because to pull 400 kW from a Chademo 2.0 system you need a battery that is at 1000 volts. If your battery was fully charged at 1000 volts, then it would be in constant voltage mode and wouldn’t pull hardly any amperage and you’d be nowhere near 400 kW. If your battery were 1000 volts at, say 40% or 50% state of charge, then you could pull 400 KW from the Chademo plug, but as soon as you hit 51% state of charge you’d be overvoltage and the charger would shut off and your battery would be stuck at half charge. So Chademo’s… Read more »

Who ever saw a ChaDeMo 1.2 charger in Europe ??? All those I saw could merely charge at a mere 36kW, and the plug was already massive as well as the cable, so bet V2 wih 400 Amps, 1000Volts and Liquid !!!! End of the game. CCS will win as soon as Tesla adopts it in v2 models, if they do.

I’m regularly charging at 45 kW with CHAdeMO.

Here. Now you have seen one too. This one is in Limburg.

Same ridiculous rating issue as with earlier versions. No battery pack can use 500V, and the coming high-end packs won’t be able to use 1000V either.

A charging voltage just over 800V is the most cars like Porsche Missing E 😉 will actually use. Hence maximum power is nearly 20% less, perhaps 330 kW.

That’s a very good speed by current (hehe) standards, of course. But no better than CCS.

I agree the single worldwide connector is a minor advantage, and V2G (or V2X as it’s called here) a potentially more significant one.

CCS chargers can provide 500A. The 350kW mark is reached at 700V.

I don’t know why you keep getting downvoted, this is correct information. The CCS rating allows for some leeway in battery voltages, it’s realistic – not a theoretical max.

Doubling the voltage is meaningless unless the battery pack being charged is a higher voltage, which none (one?) is currently. 400kW if you have a 1000V pack, so everyone in practice remains limited to 200kW.

“CHAdeMO has advantages over the CCS standard because there is a single type of connector worldwide”

Advantages like what? No car really drives on both sides of “the pond” so I don’t really see the advantage. It’s logistically simpler to have one standard for auto manufacturers I suppose, but CHAdeMO can only handle DC fast charging, so an AC charging J1772 port is still required, largely negating any perceived advantage over CCS since it can handle both.

It’s rare to see a car shipped overseas after it’s sold, shipped in either direction; but it does happen.

Clarkson that’s the only advantage I see for Chademo, that of standardization. People who for some reason dislike CCS fail to realize that that is also essentially standardized, the type 1 or 2 connectors being fitted on all Chademo vehicles also. As far as the typical charger running slowly, I read someplace Nissan dealerships ‘adjusting’ the fast charge rate down to 11 kw after receiving the first monthly electricity bill.

This is as if back in the day, BetaMAX had increased the maximum number of lines of resolution possible, but none of the videotape recorders on the market could use that higher resolution.

Frankly, who cares? Leafs can’t charge anywhere near that fast, and even Tesla drivers using a CHAdeMO adapter can’t benefit from it, because that adapter is limited to a lower kW rating.

Its mainly per them, for commercial vehicles. To me that’s the only place such rates make sense, since the cost is amortized among many people.

V2X and CCS: are we positive (as the author claims) that CCS cannot do at least V2G, or even V2X?

I always continually thought vehicle to grid arrangements are beyond Stupidity (BS) in that it TRIPLES the car’s charging/discharging losses and it will never actually be used – look at NISSAN – they’ve been farting around with this junk for almost 8 years with not much to show for it.

V2Home is different in that in THAT case you are using your car for NON-SYNCHRONIZED backup power for your home – which is what I do with my electric cars all the time.

Has anyone never picked up gas in a container to help a stranded ICE driver? The most likely use case for V2G capability IMHO would be to transfer enough energy to a stranded EV to enable it to drive to a grid charger.

Not going to really matter. Every jurisdiction except Japan & China has now standardized on CCS, as well as every carmaker except Nissan/Mitsu. Including Honda. I fully expect any future BEVs from Mazda/Subaru/Toyota to also be CCS outside Japan & China.