CHAdeMO Standard Revised To Increase Maximum Current To 400 Ampere

APR 7 2017 BY MARK KANE 62

Signet CHAdeMO charger

The CHAdeMO Association demonstrated at Ise City in Japan’s Mie prefecture, its new High Power Charging technology that will be available through the revised CHAdeMO standard (ver. 1.2), that was formally announced on March 24th, 2017.

The key upgrade of CHAdeMO is officially increasing the maximum current from 125 A to 400 A, which likewise increases the power around three times, from a typical 50 kW setup to 150 kW.

At the same time CHAdeMO’s V2X capability was also hinted at.

“V2X technology enables the discharging of electricity from vehicles such as battery electric vehicles, fuel cell electric vehicles, and so on. V2X started gaining public attention as a key technology to achieve distribut ion of power sources under a smart grid concept, in addition to its key function of saving energy by controlling the balance of power demand and supply, or to supply power during emergencies.
The demonstration showed how V2X technology sources electricity from different types of electric vehicles (battery electric vehicle, plug-in hybrid electric vehicle, fuel cell electric vehicle), in order to power various types of electric appliances.”
The demonstration report is found here.

CHAdeMO Association demonstrated High Power Charging at technology exhibition

Categories: Charging

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62 Comments on "CHAdeMO Standard Revised To Increase Maximum Current To 400 Ampere"

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That is great news. Any chance this means that Nissan or others might provide vehicles in the near future that can use this?

Leaf 2.0 arrives this fall. It had better support this!

Why? Wouldn’t 150kW CCS combo be a much more elegant solution?adam

What exactly is “elegant” about CCS?

CCS only extends the AC portion of the plug, thus taking up less space on the vehicle. The handles that I have seen are also easier to use.

LEAF 2.0 could wack them both by offering 150 kW CCS & CHAdeMO!

Already they have 2 plugs: J1772 & CHAdeMO, so a small change and some interface electronics could be all that is needed to offer it all!

Yes, but almost all EU rapid charging installations are either CHAdeMO + CCS or all three in one… so why would Nissan) or anyone else) bother?

But I don’t think they would do that because of having to pay for for CHAdeMO and CCS. Like the fees for having the standard, know what I mean?


It’s already been publically stated that LEAF v2.0 would use “150kW” chargers.

What that really means is anybody’s guess, but if the Bolt EV is capped at anywhere between 125 amps (most likely) and 200 amps, I suspect LEAF v2.0 will be at or above 200 amps.

The standard now goes to 400 amps.

Why would the manual make mention of 80kW stations if the Bolt were capped at 125A? Its cap is likely 160A.

Well, I have yet to read a report of a Bolt charging on a DCQC that can support greater than 125A, so we know it can pull 125A. I assume that is what Tony is referring to. We assume that it goes up to 200A. 160A / 80kW would imply a 500V battery. Much more likely that it is a 400V system, although I don’t know for sure. Hence 200A * 400V = 80kW.

Yes, Tony. It has been publically stated by Nissan that it will support the faster rates. All I’m saying is that I am holding them to this promise; they had better follow through! I have every reason to believe it will, but since we haven’t had the official reveal yet…

Leaf 2.0 however you think of it, will certainly support CHAdeMO. But moreover I think it demonstrates a possibility that there are additional vehicles planned to be released that would use this standard.

Indeed if Mitsubishi ever releases an EV/PHEV in the USA, perhaps it would include CHAdeMO, now that Nissan has a strong influence.

If I were Nissan, I would make CCS an optional add-on, but would include CHAdeMO in all trim levels.


This is a big step towards their 2020 goal of 350-400A and 1kV charging. I think at that point we could see charging rates for a 150 mile charge that would start to compete with filling up with gas in speed.

All we need are a new crop of battery packs that can handle that charge rate…

No such thing of 1 kv is happening by 2020!!

The next step after 150 kW is 350 kW, and only in a few years from now will there be any meaningful amount of EVs that can handle THAT current. It all comes back to the batteries!!

150 kW HPFC capable vehicles just start to hit the market by this time next year, and that’s why the 150 kW CHAdeMO standard is being introduced now.

Yeah, it is not too hard to make big transformers, big AC->DC systems, and think cables although it is expensive.

But it is harder to make cheap batteries that can handle such charge rates.

Brandon — The folks at say their target for completing that charging protocol is 2020:

They certainly could be wrong, and they haven’t put a solid date on it yet. But 2020 is their current goal.

When we will have cars to take advantage of it is why I posted this:

“All we need are a new crop of battery packs that can handle that charge rate…”

I should clarify that this story is about CHAdeMO STANDARDS, and not the actual physical rollout of the actual charging infrastructure.

And as such, my comments were also about the development of the future 2020 CHAdeMO STANDARDS, and not when the actual charging infrastructure will be rolled out.

I see… you’re good man ?
The 1 kv thing thru me off, but you are right, it’s actually 350-400 kW that they are aiming to have things ready for by 2020. Thanks for the link!! They are invaluable!! Not sure exactly what they mean by 1 kv tho.

1 kV = 1 kilovolt = 1000 Volt

Volt * Ampere = Watt

So you can either increase the voltage or current to get more power. So today it is 500V * 125A = 62,5 kW.

With 400A it would be 500V * 400A = 200 kW.

And by 2020 with 1kV it would be 1000V * 400A = 400 kW.

Ahh.. yes. Thanks!

My goals may seem to be too low, but getting a reasonable network of 75 kW charge rate chargers out there will be huge. Getting it within 2 years would be a formidable challenge. 150 miles in around 30 minutes is enormous. We have been spoiled by SuperCharger rates of charging. In the real world, getting two hours of driving range in 30 minutes in a lot of charging stations will be a phenomenal achievement.

But I think it will be just a few years later that we will see 150 kW charging stations start to show up in significant numbers. 15 minutes of charging and 2 hours of driving added is close enough to ICE fueling rates that, given the rarity of it actually being needed, it will be enough to satisfy the vast majority of drivers.

350 kW charging with its complexity/cost plus dealing with the heat generated thereby being so difficult to achieve with any reasonably priced charging apparatus… I just don’t think 350 kW charging is going to happen in any significant numbers within 10 years. It will happen but it won’t happen that soon.

I tend to agree. It is difficult to do which means it is very EXPENSIVE to do. And EVs are already too expensive.

I think anyone who is looking toward a 300 mile fill-up in 10 minutes will be quite disappointed. That may take at least a decade if not longer (or ever).

I respectfully differ. All the data I’ve seen points to 350 kW charging beginning to be deployed starting 2020-2023.
Remember that the ChargePoint Express Plus fast charger is capable of 400 kW, liquid cooled cables and all. It’s configurable from like 50 kW to 400 kW, just by adding more power modules. Other manufacturers will do similar, likely this year. That have to in order to compete and stay in business.

The next generation of fast chargers (HPFC) look like they will mostly all be similar in their setup as the multi stall 400 kW ChargePoint Express Plus fast charger, and the Express Plus will be available in July.

It would be more interesting to see the miracle car batteries that can sustain that charging rate for more than few minute peak, and be cheap, and take enough cycles at the same time. Higher power chargers were shown a decade ago and are in use for buses – it isn’t the main problem.

As Dr. Jeff Dahn noted about Envia swindle:
“technically speaking, Envia was being truthful—the cell did produce 400 watt hours per kilogram and it did cycle the 300 times it claimed at Arpa-E”. Except that the density stayed for the first few cycles only :/

I definitely agree. C rates of around 3 would be needed for HPFCing at 350 kW, but so far I haven’t been able to learn what C rate levels are expected for batteries that are coming in the next few years. But I do expect things are headed that way anyway.

Like I said earlier, it all starts with the batteries!!

They usw already 1.6-1.7 c-rates. Going to 2-3 c seems reasonable

I’m pretty sure that VW has announced (or it has at least leaked) that they will be installing some 320kW stations by the end of next year as part of their settlement.

Yes, they have already announced draft plans last month:

Volkswagen expects to build fast DC charging sites in the U.S. over the next two years that would rival and in some ways exceed today’s Tesla Supercharger network.

This news comes via a draft plan released by the California Air Resources Board yesterday in advance of a board meeting later this month. Final approval of the plan is on track for April with construction to begin soon after.

Whole story here:

Well written article that summarizes Electrify America’s plans. It’s worth the read for anyone who hasn’t already.

Ziv — I don’t think we are talking about the same thing. My post was about when the chademo folks will finish developing the standards, not when they actually roll out the actual physical chargers. That will naturally take longer.

This is what they have next to 2020 on their timeline:

“Development of 350-400kW charging protocol (TBD)
350-400 charging enabled via multi-stand, power share type of chargers, charging with 350-400A and 1kV”

My error, Nix. I assumed your post was about what we would actually see on the street, not on what the standards would be. One follows the other, but they aren’t the same, as you point out.
But I have to admit that it is kind of cool to be having a difference of opinion on whether 350 kW charging is going to be the normal charge rate we see when we roadtrip or the industry standard for the future.
It wasn’t that long ago that 6.6 kW was considered to be relatively decent.

Per “It wasn’t that long ago that 6.6 kW was considered to be relatively decent.”, well, at least FORD thought it was decent, before NISSAN got with it!

Now if GM could put the 7.2 kW AC Charging of the Bolt EV, in their 2018 Volt EREV, it would be a nice step towards their Volt 3.0 with 65-75 Miles EV range!

Then maybe plan for 10.0 kW AC charging in the 2019 Bolt EV! (Maybe along with 150 kW CCS charging!)

Yup. Bring it on!!!

Robert, I am keeping my Gen I Volt until something with more range and roomier backseats comes along. I am a Realtor and I really need to be able to carry myself and 2 adults comfortably. So far, only the S and X fit the bill, and they are just too expensive for me to consider. Maybe CPO eventually.
But a mid-sized EREV with 40 miles of AER and 10 kW charging would be sweet. Basically I want the Ford Fusion Energi with a bigger pack and faster charging. And I think a lot of people would like that combination as well.

As a realtor you can deduct via section 179 a large amount of the cost in the model x from your taxes, wouldn’t have that be the perfect way to impress your clients ? Also the integration of calendar and gps navigation would be perfect for that use case.

This fast charging with residential customers (which are non-demand – which also means there is no $$$ recovery, i.e. a well behaved residence pays as much as a costly residence) is against the wishes of the Utility Industry.

Consortium spokesmen as well as PG&E spokesmen in California have repeatedly said they want car charging in the vast majority of cases to transpire over the ENTIRE midnight period.

Ex: A standard S charging at 40 amps for 8 hours is much easier for the utility to provide for, than 80 amps for 4 hours. Since the customer has to sleep sometime, the utilities don’t see how the customer is being put at a huge disadvantage. Neither do I.

Now for ‘small’ amounts, doubling would probably be ok, and allow full utilization of existing public chargers. So 6 or 7 kw charging rates for VOLTS (even though the charge period would then only be a few hours) is acceptible since its a relatively small additional rate of draw.

Faster is better but parity with gas refuelling times may not ever be practically attainable.

Let’s try this analogy: Model X vs F150 (my vehicle)

Model X uses about 23kwh of capacity per hour of highway driving (@60mph) according to fuel
My F150 will easily travel for 12 hours on a tank that took 6 minutes to fill (from arrival at pump to pulling away, using tap so paying is very quick)
For the Model X to match that, it would have to charge at a rate of (23*12*60/6=) 2760Kw.
I don’t think that would be safe 😉

So let’s forget parity with gas refuelling times and focus on getting ubiquitous access to chargers.

Using an online tool to map a route through Tesla superchargers, the 7 hr non-stop trip I made to a fishing report would take 23 hours in a Model X because of the convoluted route to access superchargers. That is what makes it impractical, not the charge time.

So basically, you sound like you are saying that much of your 7 Hr fishing trip drive was non on current Interstate Supported Supercharger Routes, right?

So, once Tesla finishes setting up all the US Interstate Freeway located Superchargers, you would like to see them move to covering more of the in between State Roads, then I guess, County Roads!

We all would like that, and hope we see that by the time they ship their desired Electric Pickup!

I just hope we get good Cross Canada Supercharger coverage on our main roads before they forget us!

Maybe another technology breakthrough will happen. It was not long ago we all used very hot incandescent lights, now you would use a very cold LED light. Maybe a change in the way electricity is generated or converted, new materials or some other factor will result in very high power with reduced heat output. Room temperature super conductors are one way this could change, maybe magnetic system, I’m not and electrical engineer, but when it happens in sure we’ll go “wow!”

“start to compete” is pretty vague.

400 kW is about an order of magnitude faster than 40 kW. That’s great!

It’s also about an order of magnitude slower than a typical 5 gpm fuel pump filling a 25 mpg vehicle.

I’d argue competition with gas is fueled as much by availability as by speed.

A 100 kW charging network – think Tesla Supercharger – is enough for relatively convenient travel. Faster is better of course, but I think the point where you can reasonably replace a gas vehicle is the point where you begin to compete .. and availability is the key to being able to do so.

A much faster charging network with limited availability – think hydrogen – still only enables limited use of the vehicle. As an example, I don’t think anyone can make an argument that fuel cell vehicles are “starting to compete” with gas vehicles for the typical consumer.

(⌐■_■) Trollnonymous

This should’ve happened about 5 months ago with hardware rollout starting around Jan/Feb.

Question now is, what new EV’s will even support this?
Most new EV’s are coming out CCS.

LEAF 2.0.

I hope it will have a good quick charging story with its LG pack.

(⌐■_■) Trollnonymous

Fingers crossed for you!!!

I’m hoping for adapters to go…

CCS –> Chad/SuperChad
Chad/SuperChad –> CCS

Adapters from CCS to CHAdeMO and CHAdeMO to CCS are not going to be a huge need. Why? Most DCFCs installed nowadays and for the last couple years are dual standard CCS and CHAdeMO.

(⌐■_■) Trollnonymous

True, yes.
But I’ve seen deployed with just CCS recently and some just Chad. Not many but they exist.

Well, Nissan seems hellbent on repeatedly disappointing everyone these days. I won’t cheer if the LEAF arrives with, as I fear it may, a slightly bigger NEC pack offering an underwhelming 40 kWh (net) and only 50 kW fast charging. Even then it should charge a lot faster than the current LEAF… nevermind the 24 kWh ones, like mine. If I’ve run the battery very low I might see a bit over 100 amps for a little while, but the voltage is never quite 400V so in practice it is very rare to get even 40 kW. I once had the joy of needing to fast charge after having been parked for eight hours in -20 C (-4 Fahrenheit). One of the two chargers had broken down and there was a queue, so I had to wait at the charger for about an hour before I could even start, and with the cold battery the rate was less than half of normal until the pack begen to heat up a little. At that moment I admit I wondered if it had really been such a good idea to get an EV. Now, about 18 months later and some 26 months… Read more »

Thanks for sharing your experiences Terawatt.
On the next gen LEAF fast charging speed capability, I’ve mostly heard that around 100 kW power level is what’s expected, and I believe it.

And lining up for DC Fast Charging is another reason why it is a smart design to have good AC Charging right at the DC Charging site: for topping off on AC so as to move along from the DC sooner, and for getting some charge, prewarming the pack/car, while you wait!

Of course, having multiple DC Chargers, AND Multiple AC L2’s, is better!

As well as for giving a similar suitable spot for Level 2 only vehicles.

Any backwards compatability (he said with hope in his voice)?

Yes, definitely backward compatible.

You will see multi stall 150 kW ChargePoint Express Plus fast charger style setups that can split power and distribute it between the (let’s say for example) 4 stalls at a location according to what each EV is asking for. These will be dual standard stations with both CCS and CHAdeMO, and will be able to charge a 50 kW capable EV as well as 150 kW one if there are enough power modules configured and installed at that location to do so.

Here the info on the multi stall 150 kW ChargePoint Express Plus fast charger:

Most fast charge manufacturers will be bringing these type of HPFC stations to market sometime this year.

V2X might just possibly be a good idea and come to play a role in the future. But the impression given here is that its a technology to be deployed in the *charger* – which would, for I hope obvious reasons, be the most idiotic idea ever..!

After all, the point of fast chargers is to charge the battery fast. Having the capability of discharging to use the car fleet as energy storage in a smart grid doesn’t exactly help with quickly filling up the battery, does it?

I suppose the idea must be to use V2X when the car is parked at home or work for multiple hours and you specifically do NOT need to charge it as quickly as possible. But then I am left wondering what the heck this has got to do with CHAdeMO?? I for one do not want to have to use a CHAdeMO connector at home..!

I think some clarification would be in order.

For V2X, I understand it is a smaller box, that connects to the CHAdeMO port, to draw off power from the car, and I suspect it might have capacity for the grid to take control, and for example, ask for a quick 1-5 kWh per connected car, for grid spike demands. They would, I expect, pay the owner for the borrowed power.

I’m glad Chamo is getting a upgrade to a 150 kilowatts.

I remember reading that they had built a few 100 kilowatt chamo chargers but I really haven’t seen any new ones built lately at a 100 kilowatts.

CHAdeMO doesn’t build chargers. They are the developer of the IP and charger protocols.

Yes, Signet of South Korea has already built 200 amp chargers (200a * 500v = “100kW”).

Once, I used a Tesla supercharger at Glendale, CA, which is a pretty busy spot. I decided to touch the cable, which was just shy of temperatures unsafe for human contact. Two things can be done to improve this matter: better cooling or better conduction.

Could it be that room temperature superconductors are driven by the EV age?

All these talk of big numbers for charging rates, but nobody is remembering humans still need to plug them in. Unless you get that creepy metal snake thing going.

You know you are right about the temperature. It isn’t really that hard to get around it – if planned for in the initial design. The battery is the harder thing.

A big metal coupling – no wires, no holding something with hands, no robot snake – just a big hunk of metal coupling another big hunk of metal. On the front of the car that you drive up to.

I agree that parity with gas is not needed or very practical. 10 minutes for 200 miles would probably be enough for 99% once they got over the idea. When you tell people about Tesla supercharging – most people seem to think that is livable. Today the bigger issue is availability. I live near a pretty good amount of chargers – but choices on when to stop would be very very helpful.

Yeah, and the ChargePoint Express Plus fast charger has liquid cooled cables that will solve the heat problem. It’s just going to take some time to get these kind of things to get approved for total fail safe commercial operation.

Regarding coverage, Tesla is at 350 Supercharger locations in the U.S. right now, and expect to be close to 500 locations by the end of the year.

Regarding CCS and CHAdeMO 150 kW HPFC location growth, I expect they will be built starting mostly around the end of the year, and likely reach 300-400 locations by Dec 2020 (3 years of growth)

That’s my projection.

Some Tesla drivers say the car charges faster than they can finush a meal in a nearby restaurant, so for such situations, an older 90 kW Supercharger, or even a good 50 kW version, would be just right! 2 hour meal with 2 hour charging of your 100 kWh car!

“10 minutes for 200 miles would probably be enough for 99% once they got over the idea.”

At ~3.5 miles/kWh, 200 miles would require about ~ 60kWh into the battery.

That is 360kW charging rate sustained for 10 minutes..

Yeah… Sure, that is easy to do with the infrastructure.

10 stalls will be 3.6MW ALONE!!!!

I wonder if the contacts on that charger needed cleaning.

No Question, the Plug is not the Key to Charge fast or slow.

Tesla is Supercharging with an modified Type 2 Plug.

And the good Headline is: Any Carmaker can take this Solution for their own Cars!

So I wonder why they don’t!

The Technology is Opensource,
so anyone can do it like the Marketleader.

And I find this is the perfect Solution, there is no Need to invent the Wheel twice.

The Intelligence are in the Charger, there it has to be,
not in A the Plug.

That is what makes the Charging smart and the Plug small and handable, unlike the CCS Standard.