BEAMA Electric Vehicle Infrastructure Quick start guide

Guide to Electric
Vehicle Infrastructure
Best practice guidance: Modes, plugs/socket-outlets and
their domestic, public and commercial application
This guidance document presents the position of industry today for the best practice use and application of the electrical
infrastructure for the charging of electric vehicles. This guide is intended for use by organisations providing
advice and guidance to consumers on the day-to-day use of electric vehicle infrastructure.
May 2012
The BEAMA Electric Vehicle Infrastructure Project

Cooper Bussmann
Melton Road, Burton-on-the-Wolds, Loughborough, Leicestershire, LE12 5TH
www.cooperindustries.com
Eaton
Reddings Lane,Tyseley, Birmingham,West Midlands, B11 3EZ
www.eaton.com
Honeywell MK
The Arnold Centre, Paycocke Road, Basildon, Essex, SS14 3EA
www.mkelectric.com
Secure Meters
Secure House, Moorside Road,Winnall Industrial Estate,Winchester, Hampshire
www.securetogether.com
Siemens
Commercial Centre, Lakeside Plaza,Walkmill Lane,
Bridgtown, Cannock, Staffordshire,WS11 0XE
www.siemens.com
Schneider Electric
120 New Cavendish Street, London W1W 6XX, United Kingdom
www.schneider-electric.com
Guide to Electric Vehicle Infrastructure
BEAMA is the Association for the British Electrotechnical Industry.
This guide has been developed, in collaboration with the wider BEAMA membership and industry
stakeholders, by the members of the BEAMA Electric Vehicle Infrastructure Project
Members of BEVIP during 2011 and 2012 are:

Contents
INTRODUCTION i
SUMMARY ii
BACKGROUND v
A.CHARGING SYSTEMS FOR ELECTRIC VEHICLES 1
1. CHARGING MODES 2
1.1. MODE 1: Non-dedicated circuit and socket-outlet 3
1.2. MODE 2: Non-dedicated circuit and socket-outlet, charging with cable-incorporated RCD 3
1.3. MODE 3: Fixed and dedicated chargepoint 4
1.4. MODE 4: Rapid, dedicated chargepoint, DC connection 6
1.5. The use of cable reels, extension leads and adaptors 7
2. PLUGS AND SOCKET-OUTLETS 8
2.1. TYPE 1, IEC 62196-2 (BS EN 62196-1) 8
2.2. TYPE 2, IEC 62196-2 8
2.3. TYPE 3, IEC 62196-2 9
2.4. UK EXISTING PLUG AND SOCKET SYSTEMS 9
2.4.1. BS 1363 domestic plug and socket-outlet 9
2.4.2. BS EN 60309 Industrial plug and socket-outlet 10
3. APPLICATION 11
3.1. HOME CHARGING OF ELECTRIC VEHICLE 11
3.1.1. Summary: Specifications for residential charging infrastructure 13
3.2. PUBLIC CHARGING OF ELECTRIC VEHICLES 14
3.2.1. Summary: Specifications for public charging infrastructure 16
3.3. COMMERCIAL AND FLEET CHARGING INFRASTRUCTURE 18
B. CHARGING SYSTEMS FOR ELECTRIC MOTORCYCLES 19
4. CHARGING MODES FOR ELECTRIC MOTORCYCLES 20
4.1. Home charging of electric motorcycles 20
4.2. Public charging of electric motorcycles 21
4.2.1. Specifications for ePTW public chargepoints 21
C. TECHNOLOGICAL DEVELOPMENT 23
5. STANDARDS 23
5.1. CURRENT STANDARDISATION ACTIVITY 23

Contents
6. INDUCTIVE AND OTHER WIRELESS CHARGING SYSTEMS 25
6.1. IEC61980 “ELECTRIC VEHICLE INDUCTIVE CHARGING SYSTEMS” 25
6.2. SPECIFICATIONS FOR INDUCTIVE CHARGING INFRASTRUCTURE 25
7. CONCLUSION 26
i. GLOSSARY 27
ii. DEFINITIONS 28
PICTURE CREDITS 30
REFERENCES 30
Figure 1: Focus guide 1
Figure 2: Mode 1 charging 3
Figure 3: Mode 2 charging 4
Figure 4: Mode 3 charging 5
Figure 5: Mode 4 rapid charging 7
Figure 6: IEC 62196-2 Type 1 Plug and socket-outlet 8
Figure 7: IEC 62196-2 Type 2 Plug and Socket-outlet 8
Figure 8: IEC 62196-2 Type 3 plug and socket-outlet 9
Figure 9: BS 1363 13A domestic socket-outlet 10
Figure 10: BS EN 60309-2 Industrial plug and socket-outlet 11
Figure 11: Mode 3 wall mounted chargepoint with attached cable 14
Figure 12: Map showing locations of UK Plugged in Places regions 15
Figure 13: Source London, electric vehicle membership scheme 16
Figure 14: Public charging infrastructure 17
Figure 15: Mode 3 public chargepoint. Meter and socket-outlet 18
Figure 16: Mode 4 public chargepoint. Meter and attached cable for DC charge 18
Figure 17: Mode 3, 22kW electric vehicle charger for commercial use 19
Figure 18: Electric motorcycle charging, non-dedicated socket-outlet 22
Figure 19: Public chargepoint for electric motorcycles 21
Table 1: Charging times and related electricity supply 2
Table 2: Mode 2 Pros and Cons 4
Table 3: Mode 3 Pros and Cons 6
Table 4: Mode 4 Pros and Cons 7
Table 5: Relevant standards 24

i
Introduction
There are many changes within the electrotechnical industry visible today as we work towards targets
for renewable energy generation, carbon emission reduction and improved energy management.The
expanding e-mobility market presents great opportunities for manufacturers in the UK to provide an
interoperable infrastructure for a mass market of electric vehicles.With the growth of the electric
vehicle market, private and public transport is now providing a new interface with the grid.In response
to this BEAMA is providing a focus for the development of electrical infrastructures for electric
vehicles, to ensure this interface is, safe,‘smart’ and interoperable.
The UK Government is projecting tens of thousands of electric vehicles to be in use in the UK by
2015 with acceleration in this ownership between 2015 and 2020. Forecasts for market development
are of course difficult to predict as market acceptance will be dependent on many variables, including
oil prices, electricity prices, infrastructure availability and consumer acceptance.
Market figures to end of March 20121.
The availability of infrastructure is of course something we are able to influence now, and is the key
focus of BEAMA’s activity within this sector. With so many electric vehicles potentially on UK roads
it is of utmost importance that consumers are encouraged to charge their vehicles responsibly and
safely, limiting the impact on the local electricity networks while maximising the potential for carbon
reduction and energy management.
BEAMA has therefore developed this guide in collaboration with a range of organisations to provide
a view of the current availability and best practice use of charging infrastructure in the UK.
We recognize there will be a mix of vehicle technologies moving forward, including plug-in hybrid
and pure electric vehicles. The scope of this guide currently covers pure electric vehicles and the
charging practice of a standard 24kw battery. It is anticipated that subsequent versions of the guide
will be produced to reflect the development of the infrastructure and vehicle technologies available in
the UK.
BEAMA would like to thank all those who have contributed to the guide.
Dr Howard Porter
Chief Executive
British Electrotechnical and Allied Manufacturers’Association (BEAMA)
DISCLAIMER
This publication is subject to the copyright of BEAMA Ltd. While the information herein has been compiled in good faith, no
warranty is given or should be implied for its use and BEAMA hereby disclaims any liability that may arise from its use to the fullest
extent permitted under applicable law.
Installed chargepoints 2
Claims made through the Plug-in Car Grant
>3,000
1,276
1Department for Transport, December 2011, http://www.dft.gov.uk/topics/sustainable/olev/plug-in-car-grant
2This figure includes publically accessible, domestic and private workplace chargepoints. 1,673 delivered through the Plugged-In Places program, of which
60% are publically accessible.The remainder have been installed by private sector organisations and other local authorities.

AC
RCD
AC Alternating current
electricity supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
In-cable control
box, incorporating
RCD protection
RCD
ii
Summary
This section provides a summary of the BEAMA recommendations for charging modes and plug and
socket types.These are based on technical and safety assessments of the current technologies available
on the UK market. For the background and justification on all issues the main text should always be
consulted.
1. CHARGING MODES FOR HOME AND PUBLIC CHARGING
There are a number of options available in the UK for the charging of electric vehicles. A range of
factors will influence a consumer’s decision to adopt any of the following modes and types of
infrastructure, including the vehicle type, desired speed of charge, long-term interoperability and UK
wiring regulations. The following set of recommendations is based on the current development of
products and standards, and aims to promote safe and energy efficient charging practices.
Mode 1 should not be used for the charging of an electric vehicle because RCD protection, which is
necessary for a safe charging system, cannot be guaranteed at all outlets.
Mode 2 can be used for the charging of an electric vehicle in locations where there is no dedicated
charging installation (Mode 3 or 4, see below), and for use by legacy vehicles. Mode 2 cables are
provided with an in-cable control box (including RCD), set and adjusted to a specific charging power,
and guarantee the provision of RCD protection during charging.
AC
AC Alternating current
electricity supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
NOT
SUITABLE
FOR USE
A
Mode 1 charging:
Non-dedicated circuit and
socket-outlet, charging
without cable-incorporated
RCD protection
B
Mode 2 charging:
Non-dedicated circuit and
socket-outlet, charging
with cable-incorporated
RCD protection

AC Converted to DC
Charging
Equipment
COM
COM
DC
DC Direct current
electricity supply
Dedicated vehicle Communication
inlet and connector
BS EN 62196
Charging
cable
Tethered
(attached cable)
D
Mode 4 charging:
Dedicated rapid
charging, DC supply
iii
Mode 3 can be used for the charging of an electric vehicle and this is the preferred solution in
the long term. Mode 3 chargers are defined in 2 configurations, either with a tethered cable or a
dedicated socket-outlet.
Mode 4 is a necessary service function for rapid charging, for use as roadside assistance and service
station charging on long journeys.
AC
Charging
Equipment
COM
AC Alternating
current electricity
supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging Communication
cable COM
C
Mode 3 charging:
Fixed and dedicated
socket-outlet

iv
2. PLUGS AND SOCKET-OUTLET SYSTEMS
There are a number of different plug and socket-outlets available on the UK market.The following
plug and socket-outlets can be used for the charging of an electric vehicle. For their specific
characteristics and use cases please consult the main text in this guide.
•Type 1 IEC 62196-2 plug and socket-outlet
•Type 3 IEC 62196-2 plug and socket-outlet
•BS 1363 domestic plug and socket-outlet
•Type 2 IEC 62196-2 plug and socket-outlet
•BS EN 60309 industrial plug and socket-outlet

v
Background
BEAMA is the independent expert knowledge base and forum for the electrotechnical industry for
the UK and represents the UK electrical infrastructure industry in Europe. Representing over 200
manufacturing companies in the electrotechnical sector, BEAMA has significant influence over UK and
international political, standardisation and commercial policy.
In March 2011 BEAMA formed a new project to work on the development of the electrical
infrastructure for electric vehicles. This was initiated due to the high level of involvement current
BEAMA members have within this sector. It was apparent that work needed to be done to establish
an industry association to represent UK infrastructure manufacturers in the development of UK and
European policies and technical standards.
BEAMA members provide a range of electrical products required to build a national and international
infrastructure for electric vehicles. It is of great importance to the manufacturers that their products
are used responsibly by consumers and that consistent guidance is given to users when they decide
on the method by which they charge their vehicle.This guide has been developed to ensure that users
handle the power supply required for the charging of an EV in a safe and responsible way.
A key objective for BEAMA, and the purpose of this guide, is to develop consistency in the messages
and guidance provided to consumers. It is BEAMA’s priority to ensure charging is made easy, while
encouraging safe product use and confidence in the market through the provision of consistent
industry guidance.
BEAMA has developed this first edition of the ‘Guide to Electric Vehicle Infrastructure’.The content
of this document may be used to advise marketing material, consumer guidance and advice services
for the electric vehicle market.
This guide supports two related industry publications: The IET Code of Practice on Electric Vehicle
Charging Equipment Installation3, published January 2012, and the SMMT Electric Car Guide 20114.
The BEAMA guide will be annually reviewed to consider new technologies on the market and
advances in standardisation, informing the development of consumer guidance.The BEAMA Guide to
Electric Vehicle Infrastructure also supports the Office for Low Emission Vehicle’s Plug-in Vehicle
Infrastructure Strategy,‘Making the Connection’5.
3IET Code of Practice on Electric Vehicle Charging Equipment Installation http://www.theiet.org/resources/standards/ev-charging-cop.cfm
4SMMT Electric Car Guide http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/
5June 2011, Making the Connection:The Plug-in Vehicle Infrastructure Strategy, Office for Low Emission vehicles
http://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy

vi

1
The UK electric vehicle sector is growing rapidly in
response to the need for low carbon solutions for
private and commercial transport.The low carbon
vehicle market is a necessary step in achieving a 50%
reduction in greenhouse gas emissions by 2027 and
improvements in urban air pollution levels.6
This guide focuses on the use of electrical equipment for charging electric vehicles; therefore it
does not consider types of vehicle inlets and connectors. For further information regarding the
vehicles themselves please refer to the SMMT Electric Car Guide7.
A. Charging Systems for
Electric Vehicles
6Fourth Carbon Budget covering period 2023-2027, 50% on 1990 emission levels http://www.decc.gov.uk/en/content/cms/emissions/carbon_budgets/carbon_budgets.aspx
7SMMT Electric Car Guide http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/
Vehicle
connector
Vehicle inlet
Socket
Outlet
Plug
Figure 1: Guide focus

2
1. Charging Modes
There are 4 key modes (as defined in the standard BS EN 61851-1) for the charging of an electric
vehicle, as summarised below:
Mode 1 charging: non-dedicated outlet –
BS 60309-28 and BS 1363 – 3pin9
Mode 2 charging: non-dedicated outlet –
BE EN 60309-2 and BS 1363 – 3pin with ‘in cable’ RCD protection
Mode 3 charging: dedicated outlet –
Type 2, 3 – IEC 62196-1 (BS EN 62196-1)10
Mode 4 charging: rapid, DC charging
The following section details the technical requirements for each mode of charge in the UK and the
corresponding guidance for the best practice use of each mode. The practical application of these
different modes will be presented in chapter 3, where a scenario based approach has been adopted.
The time taken to charge the battery of an electric vehicle is dependent on rated current of the plug
and socket-outlet and therefore the power supply and maximum current carried to the battery. The
battery type and range will also influence the time required for a full charge, therefore the below
information provides a general and not exact indication of charging times.
8BS EN 60309-2: 1999 – Plugs, socket-outlets and couplers for industrial purposes. Dimensional interchangeability requirements for pin and contact tube accessories.
9BS 1363:1995 – 13A Plugs, socket-outlets, adaptors and connection units.
10 BS EN 62196-2: 2011 – Plugs, socket-outlets, vehicle couplers and vehicle inlets. Conductive charging of electric vehicles. Dimensional interchangeability requirements
for a.c. pin and contact-tube accessories.
11 Please note this provides a broad assumption on charging times and will be dependent on the individual requirements of a given vehicle model, with regards to battery
size and recommended guidance provided by the vehicle manufacturer.The times indicated are estimated based on the time it would take to charge a car with a typical
24kWh battery.
Charging time for a
typical 24kWh battery
Power Supplied Voltage Maximum
current
Mode Speed
10.4 hours
8.3 hours
6.5 hours
3.2 hours
1.6 hours
1.04 hours
29 minutes
15 minutes
2.3kW
3kW
3.7kW
7.4kW
14.5kW
23kW
50kW
100kW
230
230
230
230
230
230
400-500VDC
400-500VDC
10A
13A
16A
32A
63A
100A
100 – 400A
100 – 400A
2, 3
2, 3
2, 3
3
3
3
4
4
SLOW
SLOW
SLOW
FAST
FAST
FAST
RAPID
RAPID
Table 1: Charging times and related electricity supply 11.

3
1.1. MODE 1: Non-dedicated circuit and socket-outlet
•The electric vehicle is connected to the main 230V AC supply network (mains) via a fixed,
non-dedicated standard BS 1363, 13A, 3-pin socket-outlet or a single phase 16A BS EN
60309-2 socket-outlet located on the power supply side.
•The electric vehicle is connected to the main AC supply network (mains), and is supplied
with a current not exceeding 13A from a BS1363 domestic socket-outlet, and not
exceeding 16A from the BS EN 60309-2 industrial socket-outlet
•There is no in-cable control box; therefore it cannot be assumed that RCD protection is
provided during charging.
Mode 1 should not be used for the charging of an electric vehicle because RCD protection, which is
necessary for a safe charging system, cannot be guaranteed at all outlets. Even if RCD protection can
be guaranteed in the owner’s home, away from the home protection cannot be guaranteed.
1.2. MODE 2: Non-dedicated circuit and socket-outlet, charging with
cable-incorporated RCD
•The electric vehicle is connected to the main 230V AC supply network (mains) via a fixed,
non-dedicated standard BS 1363, 13A 3-pin socket-outlet or a single-phase 16A or 32A BS
EN 60309-2 socket-outlet located on the power supply side.
•Specific vehicle models will have guidelines, developed by the vehicle manufacturer, which
must be followed.These guidelines will recognise the specific needs of that vehicle. Some
vehicle manufacturers de-rate the domestic Mode 2 charging system to 10A. In the interest
of having one harmonised household charging current across Europe this may be
appropriate.
•Control and protection functions are permanently installed for personal protection from
electric shock within the charging cable. An in-cable control box incorporates built-in RCD
protection and pilot signal functions to provide basic communication.The inline control
box is positioned along the charging cable within 0.3m of the plug, and sets and adjusts the
specific charging power.
•The safety of the equipment and the user is dependent on the state of the pre-existing
electrical network and compliance with the latest standards as outlined in chapters
3 and 5.
AC
AC Alternating current
electricity supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
NOT
SUITABLE
FOR USE
Figure 2:
Mode 1 charging

4
Provided vehicles are supplied and operated with only Mode 2 cables, Mode 1 is not required.
Mode 2 cables are provided with an in-cable control box (including RCD), set and adjusted to a
specific charging power, guaranteeing the provision of RCD protection during charging.
Mode 2 can be used for the charging of an electric vehicle, in locations where there is no dedicated
charging installation (Mode 3 or 4, see below), and for use by legacy vehicles.
The pre-existing electrical installation in the property must be checked by a competent person and
should be compliant with current industry standards and regulations. Specific guidelines developed by
vehicle manufacturers for electric vehicle models must also be followed.
1.3. MODE 3: Fixed and dedicated chargepoint
•The electric vehicle is typically connected to a 16A or 32A single phase AC supply network
(mains) using a dedicated connector and dedicated circuit.The connection can be three
phase.
•In both cases additional conductors are incorporated into the charging cable to allow
communication between the vehicle and the charging equipment.
•Communications functions are a major part of the Mode 3 charging system in light of the
roll-out of smart meters and the future smart grid in the UK,with the emphasis on providing
measures for off-peak charging and energy management for the consumer charging at home.
The functionality for this is already built into the Mode 3 charger, future-proofing the
installation for future ‘smart’ applications.
AC
RCD
AC Alternating current
electricity supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
In-cable control
box, incorporating
RCD protection
RCD
Pros
Low installation cost
Interoperable across UK residential properties
RCD protection guaranteed
Slow charge of 8-12 hours (depending on the
current rating of the charging system, 13A
or 10A)
No communication / ‘smart’ functions
Susceptible to the misuse of extension leads
and adaptors not capable of withstanding the
current of an EV charge.
Cons
Figure 3:
Mode 2 charging
Table 2:
Mode 2 Pros and Cons

AC
Charging
Equipment
COM
AC Alternating
current electricity
supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging Communication
cable COM
Figure 4:
Mode 3 charging
5
•Control and protection functions (load controller, contactor, Surge Protective Device,
RCD) are permanently installed within the chargepoint which is permanently connected
to the AC supply network (mains).
•Mode 3 includes a socket-outlet incorporating a pilot wire which ensures that the
conductive parts and connectors connection is well established. Mode 2 has the same
function in its cable. However due to the fact that the additional protection is part of the
cable system there is no guaranteeing that if the cable is damaged this function will not
be affected.
•In practice, Mode 3 chargers are designed in two different configurations.They can be found
with either a tethered cable which is common in, but not limited to, domestic installations
or with the dedicated socket-outlet, most commonly found in UK public charging
infrastructure.The public, Mode 3 charger will have the ability to measure energy used,
allowing for electricity billing for electric vehicle charging to take place.
•Mode 3 public charging equipment can be installed with an energy meter which supports
billing/Pay-As-You-Go transactions based on energy consumption when used by a customer
to charge an electric vehicle. This is also required for energy management purposes.
•Specific vehicle models will have guidelines, developed by the vehicle manufacturer, which
must be followed.These guidelines will recognise the specific needs of that vehicle.
•The safety of the equipment and the user is dependent on the installation, the connected
electrical network and compliance with the latest standards as detailed in chapter 3.
Mode 3 can be used for the charging of an electric vehicle.This is the preferred solution in the long-
term, recognising industry’s move towards the use of dedicated charging systems12 allowing for
‘smarter’ charging capabilities, in line with industry’s objectives for improved energy management.
The installation must be installed by a competent electrician and should be compliant with current
industry standards and regulations.13 Specific guidelines developed by the vehicle manufacturers for
electric vehicle models must also be followed.
12 June 2011, Making the Connection:The Plug-In Vehicle Infrastructure Strategy, Office for Low Emission vehicles
http://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy
13 IET Code of Practice on Electric Vehicle Charging Equipment Installation http://www.theiet.org/resources/standards/ev-charging-cop.cfm

6
1.4. MODE 4: Rapid, dedicated chargepoint, DC connection
•The electric vehicle is indirectly connected to the main AC distribution network through a
standard external charger.
•AC single phase or three phase current is converted to DC inside the charging equipment using
rectifiers.
•They operate at a much higher voltage and current, 500V and 125A, providing a rapid charge to
the battery.
•The DC current is supplied to the electric vehicle through a charging cable permanently
attached to the dedicated DC Mode 4 chargepoint.
•Control and protection functions are permanently installed.
•Due to the high current required for rapid charging, Mode 4 chargepoints are not suitable for
domestic installations.
•Mode 4 public charging equipment can be installed with an energy meter which supports billing/
Pay-As-You-Go transactions based on energy consumption when used by a customer to charge
an electric vehicle. This is also required for energy management purposes.
Table 3:
Mode 3 Pros and Cons
Pros
Fast charge (1 – 4 hours)
Communication between the vehicle and the
chargepoint
Provides the functionality for ‘smart charging’
Compatibility and connection with the
Smart Grid
Control and protection functions permanently
installed
Load controller
Suitable for domestic and public installations
Additional cost of fixed installation
If domestic installations provide a tethered
charging cable, the vehicle connector will be
specific to the owners vehicle and the inlet on
the car side
Private Mode 3 chargers can only be installed
in certain types of buildings. Off-street parking
or a garage is required.
Cons

7
This is a necessary service function for rapid charging, for use as roadside assistance and service
station charging on long journeys.The electrical installation must meet current industry standards and
regulations and specific guidelines developed by the vehicle manufacturers for electric vehicle models
must also be followed.
1.5. The use of cable reels, extension leads and adaptors
Under Standard HD 60364-7-722:2012,‘Requirements for special installations or locations – Supply
of electric vehicle’, the use of ‘portable socket-outlets are not permitted’ for the charging of electric
vehicles.14 Therefore the use of cable reels, extension leads and adaptors is strongly ill advised.
Table 4:
Mode 4 Pros and Cons
AC Converted to DC
Charging
Equipment
COM
COM
DC
DC Direct current
electricity supply
Dedicated vehicle Communication
inlet and connector
BS EN 62196
Charging
cable
Tethered
(attached cable)
Figure 5:
Mode 4 rapid charging
Pros
Rapid charge (20mins approximately)
Control and protection functions permanently
installed
Communication between the vehicle and the
chargepoint
Not suitable for domestic installations
Higher cost of installation
Higher load on a local electricity network.
Cons
14 Ratified and to be published shortly

8
2. Plugs and Socket-Outlets
The following plugs and socket-outlets can be used for the charging of an electric vehicle. Their
characteristics are documented below and specific use cases outlined.The electrical installation must
be compliant with current industry standards and regulations.
2.1. TYPE 1, IEC 62196-2 (BS EN 62196-1)
•Single phase
•Maximum current 32A
•Maximum voltage 250V
•5 pins/socket tubes
Type 1 plug and socket-outlets can only be used with single phase supplies for the charging of
electric vehicles.
2.2. TYPE 2, IEC 62196-2
•Single or three phase
•Maximum current 70A single phase, 63A three phase
•Maximum voltage 500V
•7 pins/socket tubes
Figure 6:
IEC 62196-2 Type 1 Plug and
socket-outlet
Figure 7:
IEC 62196-2 Type 2 Plug and
socket-outlet

9
OLEV is committed to funding onlyType 2 infrastructure for publicly accessible chargepoints as part
of the Plugged-In Places projects. Effective from April 2012.
2.3. TYPE 3, IEC 62196-1
•Single phase or three phase
•Maximum current 32A (single and three phase)
•Maximum voltage 500V
•5 or 7 pins/socket tubes
•Developed by the EV Plug Alliance
•With shuttered plug pins and socket-outlet contacts
•IP4X and optional IP55
Figure 8:
IEC 62196-2 Type 3
Plug and socket-outlet
2.4. UK EXISTING PLUG AND SOCKET SYSTEMS
In order to facilitate the market penetration of electric vehicles, the availability of the existing
electrical infrastructure (BS 1363 and BS EN 60309-2) must be ensured.With regards to existing plug
and socket-outlet systems such as those complying with BS EN 60309-2 or BS 1363:
•Existing systems are safe provided they comply with their standard and are used in
accordance with specific guidelines developed by electric vehicle manufacturers.
•For electric vehicle charging, both shuttered and un-shuttered socket-outlets are safe in the
appropriate circumstances; that is, domestic or public applications.
2.4.1. BS 1363 domestic plug and socket-outlet
•The normal domestic AC power plugs and socket-outlets used in the UK
•With shuttered socket-outlet contacts and sleeved plug pins
•Maximum current 13A

10
2.4.2. BS EN 60309-2 industrial plug and socket-outlet
•BS EN 60309-2 socket-outlets normally provide solutions for industrial applications
including construction sites, camp sites and marinas, but electric vehicles can also be
safely charged from the BS EN 60309-2 socket-outlets using Mode 2 or Mode 3.
•The rated voltage of the plug is identified by colour.
The most common colour codes are blue and red, with ‘blue’ signifying 200 to 250V and
‘red’ signifying 380V to 480V.
Figure 10:
BS EN 60309-2 industrial
plug and socket-outlets
Figure 9
BS 1363 13A domestic
plug and socket-outlet
Household plugs and socket-outlets can be used for the Mode 2 charging of an electric vehicle in
domestic properties where there is no available dedicated charging infrastructure (Mode 3 or 4).
They can also be found in some public dedicated charging points, for use by legacy vehicles,
motorcycles and quadricycles.