Phoenix Contact Debuts CCS Connector For 500A, 500 kW Charging Possible

DEC 13 2017 BY MARK KANE 51

Phoenix Contact – High Power Charging (HPC) – 500 A, 1000 V CCS Combo plug

The latest and greatest high power connector for the Combined Charging System (CCS) is made by Phoenix Contact, for power of up to 500 kW!

Phoenix Contact – High Power Charging (HPC) – 500 A, 1000 V CCS Combo plugs (U.S. Type 1 and Europe Type 2)

The High Power Charging (HPC) is rated from 500A at up to 1,000 V, and provides backward compatibility to the current CCS standard.

The upgrade from 200A to 500A was possible using intelligent cooling of both the cable and the plug.

The Phoenix Contact HPC is to be available for both major regions – the North America market in the Type 1 version, and for Europe (and most of the rest of the world) in the Type 2 version.

The level of 500 kW is currently well beyond the needs of electric vehicles, which currently are only hinted at by manufacturers to use in the range of 150 kW and 350 kW.

So, is this a bit of overkill?  Perhaps, but we welcome any advancements in the segment – totally necessary or not.

“Until now, the Combined Charging System (CCS) allowed for fast charging with currents of up to 200 A. Significantly higher currents are necessary, however, to achieve markedly short charging times. Conventional charging technology would result in dangerous overheating – or would require larger, cumbersome cable diameters.

Phoenix Contact’s HPC technology is based on an active cooling system that makes charging currents of up to 500 A possible, without compromising on safety or manageability. They use an environmentally-sound and maintenance-friendly water-glycol mixture as the coolant. This cools both the charging cable and the DC power contacts in the vehicle connector. The contact carrier also acts as a heatsink, due to its outstanding thermal conductivity. Integrated temperature sensors measure the development of heat in real time. A controller evaluates this acquired data and regulates the cooling output accordingly. This reliably prevents overheating and, at the same time, increases the energy efficiency of the cooling system.

Phoenix Contact – High Power Charging (HPC) – 500 A, 1000 V CCS Combo plug

The HPC vehicle connector is based on the established Combined Charging System for Europe and North America and is therefore completely CCS-compatible. Furthermore, it is easy to maintain, because the mating face frame and the DC contacts can be easily exchanged, in the event of damage, without needing to drain the coolant. It is also especially safe thanks to integrated temperature and gas leak sensors. Even the flexible and easily managed HPC charging cable provides the user or operator with an early warning in the event of a safety risk, thanks to a wear indicator integrated in the cable sheath.

The HPC system by Phoenix Contact also includes several coordinated components in its delivery scope. These include a cooling unit coordinated with the charging station dimensions as well as a corresponding controller for the cooling system, in addition to the vehicle connector and charging cable. Moreover, a standardized interface is offered for guiding the charging cable into the charging station, with strain relief.

The HPC system is typically used in public or commercial charging parks, e.g. highway rest areas, where the driver of an electric vehicle has a limited amount of time. Cooling systems and controllers are usually centrally located in such charging parks, while separate, decentralized charging stations are supplied with coolant and only have individual heat exchangers. However, it is also possible to install the HPC system in independent charging stations, in which cooling systems and controllers have been integrated.

The HPC system’s modular design provides a high degree of flexibility, meaning that nothing stands in the way of developing a modern, high-performance fast charging infrastructure nationwide. To realize individual HPC solutions, Phoenix Contact offers its customers professional and expert consulting.”

Phoenix Contact – High Power Charging (HPC) – 500 A, 1000 V CCS Combo plug

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51 Comments on "Phoenix Contact Debuts CCS Connector For 500A, 500 kW Charging Possible"

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Ready for Semi sized batteries and the expected rollout from Electrify America VW settlement.

not realy. Semi needs 1,6-2MW to be able to charge 800kWh in 30 minutes.

And in Tesla’s case uses an 8 pin connector.

That was a prototype, we have no idea what the final Tesla heavy connector(s) might look like. Many heavy duty applications use two connectors.

I’m all for pushing the technology, but until it becomes affordable to deploy and profitable to run a charging network this is all purely academic. I cannot imagine that this new technology improves the business case. So while it’s not as “cool” or “sexy”, is there any work going on to reduce costs?

Higher volume will reduce cost. Higher usage will increase profit.

It is as simple as that. Profitability will come when there are more EVs on the roads.

Yes, that is microeconomics 101. But no, real world economics is not as simple as that. There are demand fees, hardware costs, profit centers (e.g. selling products like coffee/snacks/small meals actually has more value at a 30-minute charge than a 5-minute charge, so there is actually more opportunity for a business case there), diminishing returns (on power provided)…

5 minute charge means you can serve 6x as many customers with the same infrastructure cost and similar labor cost. This vastly outweighs any benefit from having customers stick around longer.

That assumes that your station is already getting used all the time.

Doggy, that would be the case if you make your profit from fuel and not the items in the store. Gas stations break even on the gas, they make their money on the coke and chips they sell. Once there is more than one possible charging station to visit, the same profit model may happen with fast chargers.
I think fast chargers have to fast enough to get you two or two and a half hours of highway AER relatively quickly. 70%-80% of drivers will probably be satisfied with 15 to 20 minutes to charge while 5% will probably demand 5 minutes or less before they will switch over to BEV’s.

I think this is exactly what’s going to happen. Most people won’t be willing to pay for a five minute recharge, but won’t have a problem tolerating up to around 20 minutes if it provides them close to at least another three hours of driving time.

That’s only if a provider has a massive battery system and a way to draw that much power in off hours to serve their customers. Massive spikes in electricity demand is VERY expensive, so there would need to be a constant draw into a huge battery to supply on demand fast charging without overtaxing the grid

I think the market for electricity is about as mature as it’s going to get.


As far as cool, or sexy, the cooling control in this thing is a bit of a wet dream. If the return water line is semi-insulated, which it would be due to the rubber outer jacket – all they have to do is monitor the return temperature back at the docking station – or if the charger is colocated in a ‘corral’ as the Tesla stuff is the intervening piping is easily insulated and the slight amount of cooling happening in the intervening pipe can be easily anticipated and calculted. If they are worried about ‘Cooling Coefficient of Performance’, that is, minimizing the amount of electricity running the refrigerator for a given amount of heat extraction from the cable connector, they can regulate the evaporating temperature such that the chilled glycol is not overly cooled more than necessary.. Relatively high refrigeration temperatures GREATLY increase both the capacity and COP of the machine. There is no huge precision needed here since if they make it 5 or 10 degrees too cold ‘by accident’ it will just work to increase the life of the car connector. If there is sufficient flow of glycol and the cable/and/or connector are not too lossey to… Read more »
If they are seriously going to charge cars at a 1/2 million watt rate, one issue is the car’s air conditioning system would ostensibly be much too small for the battery ESR heat loading. If these guys want to plan ahead, they should get together with the ‘SAE standards guys’ and also make a 2-port (supply and return) glycol connector such that, when charging using the 500 kw rate, diverter valves in the battery water cooling circuit are sent instead to the charging cord cooling glycol ckt. Should be easy to make those ‘quick connect’ ports leak-proof since they are running at a relatively low PSI. The supply water would go directly to the car’s battery cooling ckt first to take advantage of the coldest water – the connectors and cable can be made to withstand 75 or 90 degree Centigrade operating temperatures, far in excess of what the batteries can stand at 5C charging rates. On its way back to the ‘charger corral’, the return water from the car can ‘pickup’ the heat from the connectors and cable, since those items can easily withstand the higher temperature water. Right now, when you fast charge – a portion of the… Read more »

On the thermal management of the battery temperature while charging at high power, actually the battery mass is a quite important heat buffer. For instance it is possible to use a battery pre cool system before arriving at the charger and tolerate a battery temperature rise while charging with even a residual increase above standard afterwards for a short time until the cooling system can catch up. The temperature doesn’t have to be absolutely constant all the time. Cooling before charging to increase thermal mass storage and then heating somewhat more for extra thermal mass storage again, is perfectly acceptable and can be electronically calibrated to remain within certain limits. Of course, this system would require that the car be instructed 30 minutes in advance that it is about to fast charge in order to have some time to pre cool the battery. This instruction would be given by the driver or would in some instances be triggered automatically if the trip was planned and the charging sessions can be calculated according to the on going path on that trip.

Bill can correct me if I’m wrong, but I think his idea was to use the cooling fluid from the cable instead of using electricity (and thereby effectively reducing the charging rate of the battery).

A pretty clever solution, IMO. I doubt we’ll ever see it happen, though.

SO you’re going to tell the truck driver to use MORE of his dead battery to precool the battery? You can’t cool it too much since you’ll shorten its life if you get it too cool, plus the COP of the truck’s refrigeration system will go down, requiring more electricity from the truck which isn’t there in the first place. The specific heat of even 600 kwh of batteries is not that much. There is not that much of a thermal heat sink in that amount of batteries, when being hit with the equivalent of 5,500,000 btu/hour of energy. (1600 kw). So lets see how Tesla gets rid of the heat, and wait for the effective charging efficiency of it. Brian is right that Tesla Fanboys can’t fathom that there may be a more efficient way to charge the battery. Just as Clarkson Cote repeatedly has said that there should be a way to increase the 24 hour efficiency of the model “S”. GM has proven by their products that it is possible to do so without ruining the battery. Tesla to date has not worried much about charging efficiency. Like Clarkson Cote, I’m disappointed that they don’t assign it… Read more »
This is about car charging but it can be similar with the truck. Yes the truck with, not a dead battery but, a soon to be charged battery can still use energy from it to pre cool the battery in order to prepare a fast charging session. That is giving some of the energy to be able to charge faster at the station and therefore be ready to go faster in the end. Normally you would recharge with still 20% left so taking some energy to pre cool would not be dramatic if it makes faster charging faster. Now if you don’t pre cool it will work as well but you will be charging a little slower because the electronic management system will not allow the same speed since the battery temperature will reach the limit faster than if it had been pre cooled. Of course the fast charge result will come from many collaborative effects, the main one being a high C rate battery will low energy dispersion in the first place, but using the battery mass as a buffer and maximizing that buffer effect can be an additional asset. The system of connect hoses with external coolant can… Read more »

Only a few flies in the ointment here Priusmaniac.

Its already been proven that the fastest way to charge a battery is to not discharge it in the first place.

My comment further down mentions the relative heat levels. I think you’ll find your battery assembly cannot ‘sink’ as much heat as you think it can, nor realize how much heat is actually coming off the battery, and a good percentage of it has to be removed during charging to prevent melting the expensive battery pack.

I would imagine Tesla would charge the truck that same way that they charge their cars, which is fine, IT WORKS, BUT, there is while an “S” is charging a large amount of juice being converted to heat at the Supercharger Corral Charging Bay, and at the car itself.

Now, me, I’d want to improve the efficiency of this – but they can go on doing things the same old way – they’ve definitely proven it works just fine, and as Tesla repeatedly says, the cost to them is “Not Material” – in other words, they ‘officially’ don’t care about the extra expense.

I’m disappointed that you’re disappointed….and you don’t think that Tesla knows what they are doing, because so far, they are ahead of everyone else.

GM cars charge more reliably than Teslas. When friends were having issues with the mobile connectors, the solution other Tesla owners came up with was to go to the wallboxes.

GM’s solutions have never resulted in any additional expense to their customers, unlike some Tesla owners being forced to purchase 2 different charging methods to finally reliably charge up.

Tesla is learning though. I like the ‘3’ universal connector better than the troublesome “S’ one.

You must be talking about AC charging. The studies that I have seen show Tesla baseband digital controls for DC charging being far more reliable than the modulated power-line-carrier over pilot that the “Combo” connectors use.

As far as reliability, yes I was talking about the ac charging of the UC’s. But the heat dissipated from the charging corral SC BAY, and the car itself happened during DC charging – so obviously DC charging is not the panacea some think it is since there is still plenty of wasted electric heat.

Paul Smith you must have trouble with reading comprehension, since I never said tesla’s way (whatever that turns out to be) won’t work.

I just pointed a way to do it more efficiently, but then high efficiency charging has never been a high goal with them.

I think Tesla figures that if you are going to buy their products, you are well healed enough to cover the electric bill.

Where Tesla covers the bills themselves, such as at superchargers, they in the past have stated such costs are ‘Not Material’. So they ‘officially’ don’t care about it either.

It is up to Tesla to decide how much importance they want to assign to this. Not me, and certainly not you.

I would rather see a ubiquitous system of “cheap” and robust 150 kW chargers located along the interstates than a couple expensive 500 kW chargers located God knows where.
150 kW gets you 160+ miles of highway speed AER in 20 minutes. Faster than that is nice, but not really necessary. Get the 150’s out there in large numbers and then work to incrementally improve the charge speed.
Getting much beyond 150 kW makes the charger even more expensive and complex.
Keep testing faster chargers, but deploy the tried and true.

Exactly. When a BMW i3 pluggs-in, it will likely not pull much more than 60A.

The sports car, or bus that can charge at 500A is likely going to wait 30-50 minutes … before it can plug-in!

In the 8 Western States of the USA they have a project to build a Fast Charging Corridor with 5 units every 50 miles on all Interstates.

You are talking from a point of view of EV owner, who bought his car with knowledge that it is ok for you to wait half hour to add some 200 miles.
That does not apply to most people. For ICE car owners thats ridiculous (500 miles in 3 minutes is normal). For widespread use even 500kW charger is merely “almost ok, if it can’t do any better”. Ignoring losses, it is still only some 25 miles/minute.
So what I am saying – we need this and more (!) for mainstream EV adoption.

petr, if we had to fast charge every day you might be right. But we charge at home at night the vast majority of the time. 150 kW won’t satisfy 100% of the potential BEV buyers, but I bet it will satisfy 70-80% of them since they will use it so seldom.

On the other hand, as you say, that would only be satisfactory while people want to be excited by outstanding. So even if you only need it now and then, filling at 500 KW or even 1000 KW will be way more outstanding than a mere 150 KW or 50 KW. Getting more than expected is when ev delight really start to take place.

ChargePoint is already advertising the 400 kW Express Plus charger. The post above indicate it’s a big deal going from 150 kW to 500 kW chargers, in many ways it’s not. The 150 kW and 500 kW chargers still use 480V power, just like the 25 kW and 50 kW chargers.

The higher kW chargers use internal transformers to kick the voltage up to 1000V. These chargers with 480V input could be connected up to any common commercial building power supply as long as the amperage rating is high enough. Since the majority of installation costs are for infrastructure, I see the cost increase for the higher kW chargers being marginal.

EV chargers typically use at least 2 choke input boost converters to make the required DC. This is why a 350 volt VOLT can recharge at 110 volts ac.

and they don’t need any powerline transformer. The ‘metalic isolation’ is provided by a diminutive 200,000 hz single transformer prior to final rectification.

Oh, and in case someone is ‘worried’ about the job of ‘smoothing’ the ‘difficult to smooth’ large power household input, the answer is, it isn’t done. The battery to be charged doesn’t care, so why bother?

I think this is great news, and cars with bigger batteries begin to flood the EV market in the coming years. We need to method to charge them very quickly, and the CCS seems like the standard. I wish Tesla would stop with their own connector, and just adopt this, it sounds like it will become mainstream eventually.

As of today most non-Tesla EV’s are capable of 50 kW charging rate. If Tesla supercharger network changes to this CCS then the slow charger EV’s such as Chevy Bolt would hog the charger for a long time. Also, how Tesla bills the usage to non-Tesla cars ? And the current Tesla cars must have an adapter to use the CCS plug.

There is no chance Tesla will change their supercharger specs to adapt anyone else.

All easy things to solve really. Billing for non-Tesla vehicles? Other charging networks have figured out how to collect money. I’m sure Tesla with their engineering and software know-how can figure out. Slow EVs? Charge by the hour/minute, slower EVs would have to pay more and be less incentivized to use the Tesla network. CSS adapter? That’s easy. Tesla created a CHAdeMO adapter, no reason they couldn’t figure out a CCS adapter. Especially as they are part of the CCS consortium.

In the next 6 month – 4 year period, a number of new EVs will come. They will all be able to charge faster. That is why infrastructure must be ready. Tesla don’t have to let others use the chargers. There is probably only a (big) market for this in the US. Where I live, there is chargers everywhere – and the need for fast charge is not what I use normally. There is also many free chargers that everybody can use. We have chargers outside many stores, almost all public buildings, be it a library, a school or retirement home. Businesses have upgraded the block heaters, to be both for EVs and used as block heaters. After business hours most of these are made available to the public, either as goodwill, or just not disconnected. A fairly small company may have 50 of these.. so there is no line. This is fairly slow, and are ment to be used by the workers to charge their car during their working hours. But for people with almost no juice left, it provides what they need to get home, or limp to a more powerfull charger. Tesla can use the “hand shake”… Read more »

I can honestly say, that living in New England, I’ve never seen a charger, anywhere. They are non-existent in this part of the country. That right there needs to be solved before EVs can even be considered up here.

That’s funny because I have been driving (and charging) my Bolt EV all over New England. I live in Syracuse, and this is an EV charging wasteland.

Check out Plug Share – you may be surprised. EVGo has locations and Hannaford’s and Dunkin Donuts throughout the region. There is a lot more work to be done, but with proper planning, New England is very accessible with DCQC.

This connector is large and ungainly, and uses PLC!


CHAdeMO seems better.

Given that CHAdeMO doesn’t support AC charging, it seems even more ungainly, as you have to have an entirely separate port.

Maybe in Asia. In the US we’ll stick with a single combined connector instead of requiring a huge charging door on the car to accommodate separate AC & DC charge ports. I don’t know what the CHADEMO people were smoking when they came up with that design.

Interesting, but given that all CCS cars I see charge at 25 kW or less even with 50 kW charger, having 500 kW connector will be waste. Why pay more for connector when EVERY car at DCFC I see can’t even charge at 30 kW?

Free charging SUCKS!!!

Free charging is the only thing that makes fast charging worth considering.

Pay $16 for 75 cents worth of juice? Sounds like you might as well not even bother.

Free charging RULES!!

You describe a prime example of why Free charging SUCKS even for people who get free. With free charging, you’d be wasting your life sitting at the charger when its tapered down to nothing. If you do the numbers after taper, that’s probably equivalent to paying $16 for $0.75 (or less) worth of electricity.

But if not for free charging, you’d know the value of electricity and only pay exactly what the electricity is worth and disconnect when its tapered charging. In effect, free charging destroys people’s lives.

In the short-term, “free” (to the driver) charging is beneficial to us all. If it weren’t for Nissan and BMW’s free charging programs, we would not have the growing network of EVGo chargers which enable me to take my Bolt on road trips. I would rather wait behind a Leaf taking its free 30-minute session than have to wait at a L2 charger.

In the long term, you are absolutely right. And it is almost definitely the case that the EV market in your area is far more mature than in mine. Free charging is great for getting the charging/EV market off the ground. But it needs to go away as the market matures.

Just to clarify, this is only the plug and cable, not a charger. A charger manufacturer (like ABB, etc.) would purchase this as one of the components integrated into their DC fast charger.

Phoenix Contact is a really good company that engineers excellent components. It is really good to see effort being put into these areas. It will lead to more reliable, cheaper charging solutions in the future.

Also, if Phoenix Contact decided to design and manufacture this, somebody is probably waiting to place orders for them.

500 KW is already better than 350 KW because it is halfway towards a Megacharger, so it is worth the effort. They also incorporate elements that can be useful for that ultimate next step like liquid cooling and a first, although still modest, voltage increase to 1000 v.
So, overall we can welcome this new fast charge system, even if again, the 1000 KW next step will be needed for true ten minutes charging time of by then a standard 150 KWh battery energy.