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CCS1 (Combined Charging System Combo 1) plug as used in North America. It is an extension of the J1772 standard AC charging connector.
CCS Combo 1 vehicle inlet showing the J1772 and the two DC fast-charging pins
Connectors: Incomplete Combo 2 (left) showing the two large direct current (DC) pins below, while the four alternating current (AC) pins for neutral and three-phase are removed, while the signal pins of Type 2 remain, compared to IEC Type 2 (right).
Typical Combined Charging System (Combo 2) vehicle inlet
CCS Combo 2 at European Tesla Model 3 vehicle inlet

The Combined Charging System (CCS) is a charging station standard for plug-in electric vehicles that uses the Combo 1 (CCS1) or Combo 2 (CCS2) connectors, which are extensions of the IEC 62196 Type 1 and Type 2 alternating current (AC) connectors, respectively, each with two additional direct current (DC) contacts to allow high-power fast charging. CCS chargers can provide power to electric vehicle batteries at up to 500 kW (max. 1000 V and 500 A),[1] and in response to demands for even faster charging, 400 kW CCS chargers have been deployed by charging networks and 990 kW CCS chargers have been demonstrated.

Electric vehicles and electric vehicle supply equipment (EVSE) are considered CCS-capable if they support either AC or DC charging according to the CCS standards. Manufacturers that support CCS include BMW, Daimler, FCA, Jaguar, Groupe PSA, Honda, Hyundai, Kia, Lucid, Mazda, MG, Nissan, Polestar, Renault, Rivian, Tesla, Mahindra, Tata Motors and Volkswagen Group,[2][3] as well as Ford and General Motors for their 2024 North American EV models.[4] Chinese automakers such as BYD, Chery and Zeekr also export CCS2 vehicles for their overseas markets.

The CCS standard allows AC charging using the Type 1 and Type 2 connector depending on the geographical region and the charging infrastructure available. This charging environment encompasses charging couplers, charging communication, charging stations, the electric vehicle and various functions for the charging process such as load balancing and charge authorization. Competing charging systems for high-power DC charging include CHAdeMO (widely used in Japan, previously used in North America and Europe),[5] GB/T (China),[6] and the North American Charging System developed by Tesla.[7]

History

[edit]

The revival of interest in electric cars in the 1990s spurred deployment of charging stations. Initially, these accessed the abundant AC mains electricity using a variety of plugs around the world. From 2003, the standardization in IEC 62196 of higher-current charging connectors brought about various systems: Type 1 was used primarily in North America and Japan, and Type 2 variants elsewhere. For DC charging, the SAE and European Automobile Manufacturers Association (ACEA) made a plan in 2011 to add common DC wires to the existing AC connector types such that there would be only one "global envelope" that fitted all DC charging stations.[8]

Combo connector for DC charging (using only the signal pins of Type 2) and the Combo inlet on the vehicle (allowing also AC charging)
Electric car charging with CCS

The proposal for a "Combined Charging System" (CCS) was published at the 15th International VDI-Congress (Association of German Engineers) on 12 October 2011 in Baden-Baden. CCS defines a single connector pattern on the vehicle side that offers enough space for a Type 1 or Type 2 connector, along with space for a two-pin DC connector allowing charging at up to 200 amps. Seven car makers (Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen) agreed in late 2011 to introduce CCS in mid-2012.[9][10] In May 2012, ACEA endorsed the standardization of the Combo 2 connector across the European Union.[11] ACEA were joined later that month by the European Association of Automotive Suppliers (CLEPA) and The Union of the Electricity Industry (EURELECTRIC).[12] Also that month, prototype implementations for up to 100 kW were shown at EVS26 in Los Angeles.[13] DC charging specifications in IEC 62196-3 (2014) give a range up to 125 A at up to 850 V.[14]

The seven auto makers also agreed in 2011 to use HomePlug GreenPHY as the communication protocol.[15] The prototype for the matching plug was developed by Phoenix Contact with the goal to withstand 10,000 connect cycles.[16] The standardization proposal was sent to the IEC in January 2011.[17] The request to use a PLC[clarification needed] protocol for Vehicle2Grid communication was made in September 2009 in a joint presentation of BMW, Daimler and VW at a California Air Resources Board ZEV Technology Symposium.[18] This competed with the CAN bus proposal from Japan (including CHAdeMO) and China (GB/T 20234.3, a separate DC connector standard), and none of their car manufacturers had signed up to CCS. However, China had been involved in early stages of the development of the extra DC pins.[16]

Volkswagen built the first public CCS quick-charge station, providing 50 kW DC, in Wolfsburg in June 2013 to test drive the VW E-Up that was to be delivered with a DC rapid charger connector for CCS.[19] Two weeks later, BMW opened its first CCS rapid charge station to support the BMW i3.[20] Since at least the second EV World Summit in June 2013, the CHAdeMO association, Volkswagen and Nissan all advocate multi-standard DC chargers, as the additional cost of a dual-protocol station is only 5%.[21]

Since 2014, the European Union has required the provision of Type 2 or Combo 2 within the European electric vehicle charging network.

In Germany, the Charging Interface Initiative e. V. (CharIN) was founded by car makers and suppliers (Audi, BMW, Daimler, Mennekes, Opel, Phoenix Contact, Porsche, TÜV SÜD and Volkswagen) to promote the adoption of CCS. They noted in a press release that most cars could not charge faster than 50 kW, so that was the first common power output of CCS stations to be built during 2015. The next step was the standardization of stations with 150 kW output that they showed in October 2015, looking to a future system with 350 kW output.[22] Volvo joined CharIN in 2016;[23] Tesla in March 2016;[24] Lucid Motors (previously Atieva) June 2016;[25] Faraday Future June 2016; and Toyota in March 2017.[26]

In the United States, BMW and VW stated in April 2016 that the East Coast and West Coast corridors had "complete" CCS networks.[27] As part of the 2016 settlement of the Volkswagen emissions scandal, VW committed to spend US$2 billion in the United States over the following 10 years on CCS and other charging infrastructure through subsidiary company Electrify America.[28] In this effort, charging stations would be built with up to 150 kW at community-based locations and with up to 350 kW at highway locations. Besides CCS, CHAdeMO charging stations were to be constructed.[29]

In November 2016, Ford, Mercedes, Audi, Porsche and BMW announced they would build a 350 kW (up to 500 A and 920 V) charge network (IONITY) with 400 stations in Europe,[30] at a cost of €200,000 ($220,000) each.[31] Most electric cars have a battery pack voltage below 400 volts. With a maximum charge current of 500 A, up to 220 kW charging is possible.

EVSE manufacturers offer CCS chargers capable of outputs beyond 350 kW. The Terra 360[32] from ABB supports up to 360 kW charging.

CCS chargers capable of 400 kW charging include:

  • The Axon Easy 400[33] from Ekoenergetyka
  • The HYC400[34][35] from Alpitronic
  • The Troniq High Power[36] from EVBox
  • The Raption 400 HPC[37] from Circontrol
  • The 400 kW DP + 600 kW PC[38] from SK Signet
  • The Liquid Cooled Satellite[39][40] from Kempower

In October 2019, Repsol deployed 400 kW CCS chargers near the A-8 motorway at Abanto-Zierbena, Biscay, Spain.[41]

In May 2022, EUROLOOP announced 720 kW charger WILLBERT Amber II S-HUB to be deployed in 2023 across Belgium.[42]

In December 2022, Fastned deployed EVBox Troniq High Power 400 kW chargers in De Watering, The Netherlands, along the A8 near Oostzaan as part of its charging network.[43]

In April 2023, Nxu demonstrated a battery-backed, 700 kW CCS charger[44] in Mesa, Arizona.

In May 2023, Shell opened a new station[45] with 400 kW Kempower chargers in Lonelier outside Kristiansand, Norway.

In June 2023, XC Power opened a station with QiOn Technology at Supercool Mobility Centers, a group of chargers with main power up to 990 kW with non-cooled CCS1 (up to 240 kW), and a charging station with liquid cooling system, up to 990 kW in Puebla City, Mexico.[46]

In first half of 2023, both Ford and General Motors announced that they would transition their North American EV lines from CCS1 to the NACS charge connector beginning with the 2025 model year.[4] These company moves to a competing charging standard prompted a response from the Charging Interface Initiative (CharIN) association, which promotes the CCS standard. They pointed out in June 2023 that "NACS is not a published or recognized standard by any standards body. For any technology to become a standard it has to go through due process in a standards development organization, such as ISO, IEC, and/or SAE."[47] A week later, SAE announced that it had standardized the NACS connector.[48]

Technical design

[edit]
Terminology for charging components[8]

Versions of the specifications

[edit]

The Combined Charging System is meant to develop with the needs of the customer. Version 1.0 covered the currently common features of AC and DC charging, and version 2.0 addressed the near to midterm future. The specifications and underlying standards for CCS 1.0 and CCS 2.0 are described for DC charging in Table 1[citation needed] and for AC charging in Table 2.[49]

The automotive manufacturers supporting CCS committed themselves to migrate to CCS 2.0 in 2018.[citation needed] Thus it is recommended for charging station manufacturers to also support CCS 2.0 from 2018 onwards.

The specifications of CCS 3.0 were not yet precisely defined[as of?]. All features of previous versions shall be preserved to ensure backward compatibility. Potential additional features include:[citation needed]

  • Reverse power transfer
  • Inductive charging
  • Wireless charging communication
  • Bus charging with "pantograph" current collector

Charging communication

[edit]

Unlike the connector and inlet, which depend on the geographical location, the charging communication is the same around the globe. Generally two types of communication can be differentiated.

  • Basic signaling (BS) is done using a pulse-width modulation (PWM) signal which is transferred over the control pilot (CP) contact according to IEC 61851-1. This communication is used for safety-related functions, indicating for example if the connector is plugged in, before contacts are made live (or energized) and if both charging station and electric vehicle are ready for charging. AC charging is possible using the PWM signal only. In this case the charging station uses the duty cycle of the PWM to inform the onboard charger of the maximum available current at the charging station. A pulse width of 5% indicates that high-level communication (HLC; see below) shall be used.
  • High-level communication (HLC) is done by modulating a high-frequency signal over the CP contact (also known as Power Line Communication or PLC) to transfer more complex information, which may be used e.g. for DC charging or for other services such as "plug and charge" or load balancing. High-level communication is based on the standard DIN SPEC 70121 and the ISO/IEC 15118-series.

Load balancing

[edit]

CCS differentiates between two methods of load balancing.[citation needed]

  • Reactive load balancing allows changing the energy flow from Electric Vehicle Supply Equipment (EVSE) to EV instantaneously to a specific limit.
  • Scheduled load balancing supports reactive load balancing and additionally a planning of the energy flow from EVSE to EV with e.g. different power limits and cost indicators over time. It may for example be used to optimize energy distribution in a smart grid.

Charging authorization modes

[edit]

For charge authorization, generally two approaches are foreseen.[by whom?]

  • With "plug and charge", the user plugs in their vehicle and an automated authentication and authorization process is started without any further user interaction. Payment is performed automatically.
  • With "external payment", the user has to identify with an RFID card at the terminal, or conduct a payment with a payment card, before they can proceed with charging.

Vehicle coupler

[edit]
See also: SAE J1772 and Type 2 connector
CCS Combo connectors
Combo 1
Combo 2
Displayed approximately to scale.

The vehicle coupler is composed of the vehicle connector, which is mounted at the end of a flexible cable, and the vehicle inlet, the counterpart of the connector, which is located within the vehicle. The CCS couplers were based on the Type 1 coupler, the North American standard, and Type 2 coupler, the European standard, as described in IEC 62196-2. One of the challenges of the Combined Charging System was to develop a vehicle inlet which is compatible with both the existing AC vehicle connectors and additional DC contacts. For both Type 1 and Type 2 this has been accomplished by extending the inlet with two additional DC contacts below the existing AC and communication contacts. The resulting new configurations are commonly known as Combo 1 and Combo 2.

For the DC vehicle connector, the implementation varies slightly between Combo 1 and Combo 2. In the case of Combo 1 the connector is extended by two DC contacts, while the Type 1 portion of the connector remains the same with the AC contacts (L1 & N) being unused. For Combo 2 the AC contacts (L1, L2, L3 & N) are completely removed from the connector and therefore the Type 2 portion of the connector has only three contacts remaining – two communication contacts and a protective earth. The vehicle inlet may retain AC contacts to allow non-CCS AC charging.

In both cases, communication and protective earth functions are covered by the original Type 1 or 2 portion of the connector. The Type 1 and Type 2 connectors are described in IEC 62196-2, while the Combo 1 and Combo 2 connectors are described in IEC 62196-3 as Configurations EE and FF.[citation needed]

Mating table for type 1 and combo 1 coupler
  Cable connector
Type 1 Combo 1
Vehicle inlet Type 1 AC charging,
single phase 		Does not mate
Combo 1 DC charging
Mating table for type 2 and combo 2 coupler
  Cable connector
Type 2 Combo 2
Vehicle inlet Type 2 AC charging,
single phase or three phase 		Does not mate
Combo 2 DC charging

High-power charging

[edit]
Main article: Megawatt Charging System

As vehicle couplers for DC charging according to IEC 62196-3:2014 Ed.1 allow DC charging only with currents up to 200 A, they do not sufficiently cover the needs of the future charging infrastructure. Consequently, a later edition of the standard supports currents of up to 500 A. Such high currents, however, either require large cable cross-sections, leading to heavy and stiff cables, or require cooling if thinner cables are desired. In addition, contact resistance leads to more heat dissipation. To cope with these technical issues, the standard IEC TS 62196-3-1 describes the requirements for high-power DC couplers including thermal sensing, cooling and silver-plating of contacts.[50] CharIN are investigating versions over 2 MW for electric trucks, and equipment is being tested.[51][52]

Competition for global acceptance

[edit]

The Combined Charging System is primarily driven by European and North American car manufacturers. Type 1 and Combo 1 chargers are primarily found in North and Central America, Korea and Taiwan, while Type 2 and Combo 2 can be found in Europe, South America, South Africa, Arabia, India, Thailand, Singapore, Taiwan, Hong Kong, Oceania and Australia. For DC charging the competing standard GB/T 20234-2015 is used in China, while Japan uses CHAdeMO.

In the European Union, according to Directive 2014/94/EU[53] all high-power DC charging points installed after November 18, 2017, were to be equipped for interoperability purposes at least with Combo 2 connectors.[citation needed] However, this does not prohibit the provision of other charging points using e.g. CHAdeMO or AC Rapid.

Until 2024,[54] the majority[55] of EVs sold in the United States were made by Tesla and did not natively support CCS charging. Tesla used a proprietary connector from the early-2010s through 2022, though newer Tesla cars also support CCS with a separately sold adapter.[56] In November 2022, Tesla renamed its previously proprietary charging connector to the North American Charging Standard (NACS), making the specifications available to other EV manufacturers and allowing it to support the same signalling standard as CCS.[57][58][59]

In 2023, Ford Motor Company, General Motors, and Rivian announced that they would use NACS instead of CCS connectors on all future North American BEV models. Vehicles will initially come with an adapter in 2024, but new models starting from 2025 would be built with native NACS ports.[60][61][62] Subsequently, other EV companies signed agreements for native NACS adoption, including Aptera, BMW Group, Fisker, Honda, Hyundai Motor Group, Jaguar, Lucid, Mercedes-Benz, Nissan, Polestar, Subaru, Toyota, and Volvo. Many major charging networks and charging equipment suppliers also announced support for NACS, including EVgo, FLO, ABB E-Mobility, and EverCharge. NACS was subsequently ratified internationally as standard SAE J3400.

This has led to predictions that CCS1 will soon be obsolete, as it is bigger, heavier and more expensive than NACS.[63][64][65][66][67]

Hilton Worldwide announced an agreement with Tesla to install 20,000 EVSEs across 2,000 of its properties in North America by 2025.[68]

In many other countries no standard is preferred yet, although CharIN recommended advanced Type 2 and Combo 2 in 2018.[69]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Combined Charging System

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from Grokipedia
The Combined Charging System (CCS) is a conductive charging standard for battery electric vehicles that integrates pins for both (AC) Level 2 charging and (DC) fast charging within a single connector, promoting between existing AC infrastructure and higher-power DC systems. Developed through collaboration among major automakers including , Daimler, Ford, , and , CCS originated from efforts initiated in 2010 by in North America and the (ACEA), with formal introduction around 2011 to address fragmentation in EV charging protocols. The standard features two main variants: CCS1, which extends the SAE J1772 AC connector with two additional DC pins for the North American market, and CCS2, which builds on the IEC 62196 Type 2 (Mennekes) connector for Europe, Asia-Pacific, and other regions, both enabling DC charging currents up to 500 amperes and voltages supporting power levels of 350 kW or more. Administered and promoted by the Charging Interface Initiative (CharIN) e.V., CCS has achieved dominance in European public infrastructure, where it is required by regulation for fast chargers, and was the de facto standard for DC fast charging in North America until recent years. However, in 2023–2025, widespread adoption of Tesla's (NACS) by legacy automakers—driven by access to Tesla's more reliable and expansive network—has prompted a market shift, with many 2025 model-year vehicles incorporating native NACS ports or adapters, underscoring that real-world deployment and ecosystem integration can override initial standardization efforts.

History

Origins and Standardization (2008–2012)

The Combined Charging System (CCS) emerged from collaborative initiatives among North American and European automakers to address the need for a unified charging interface amid early electric vehicle commercialization. As battery electric vehicles gained traction post-2008 financial crisis recovery, competing proprietary standards risked market fragmentation; Japan's CHAdeMO protocol, developed by Nissan and others for DC fast charging, had gained early momentum with its first specifications outlined by 2009 and association formed in 2010. In contrast, U.S. and European manufacturers prioritized extending established AC connectors—SAE J1772 (revised October 2009 for Levels 1 and 2) and the Mennekes Type 2 (proposed circa 2009)—by integrating DC fast-charging pins, enabling a single connector for both AC up to 19.2 kW and DC up to initial targets of 100 kW. This approach emphasized backward compatibility and cost efficiency over entirely new designs. Standardization efforts formalized in 2011, when SAE tasked a committee with developing the J1772 Combo 1 coupler, adding two DC pins below the AC interface to support power levels exceeding AC limits while reusing existing signaling protocols like pilot control for safety. European counterparts aligned via the VDE Association and IEC 62196 framework, adapting Type 2 (IEC 62196-2, published 2011) into Combo 2 with analogous DC extensions, fostering transatlantic compatibility despite regional AC base differences. Key participants included General Motors, Ford, Chrysler, BMW, Daimler, Audi, Porsche, and Volkswagen, who formed informal alliances to counter CHAdeMO's lead in deployed infrastructure and prioritize ISO-compliant communication for vehicle-to-charger handshakes. By mid-2012, prototypes demonstrated feasibility, with the SAE approving the J1772 Combo specification on October 16, formalizing CCS 1.0 parameters including up to 200 A DC at 400-600 V. This milestone enabled initial vehicle integrations, such as GM's planned use in the 2014 , though commercial deployment lagged due to immature supply chains. The standard's design reflected causal priorities: empirical testing for thermal management and arcing prevention, rather than unproven high-power ambitions, positioning CCS for scalable infrastructure over niche alternatives.

Early Adoption and Expansion (2013–2019)

In the United States, early adoption of the CCS1 variant began in 2013 with joint testing of DC fast-charging stations by General Motors and BMW, marking a key step toward commercial deployment for North American vehicles. In January of that year, Volkswagen and Eaton demonstrated a prototype CCS station, supported by commitments from eight automakers including Audi, BMW, Chrysler, Daimler, Ford, General Motors, and Volkswagen itself. The first public CCS1 station opened in October 2013, followed by the Chevrolet Spark EV as the initial production vehicle offering CCS fast-charging capability by December. In Europe, CCS2 implementation accelerated concurrently, with Volkswagen constructing the first public CCS quick-charge station—delivering 50 kW DC—in Wolfsburg in June 2013 to support testing of the VW e-Up, an early model equipped for the standard. ABB introduced multistandard CCS chargers to the market in the second quarter of 2013, enabling both AC and DC compatibility for vehicles from multiple manufacturers. By 2014, models such as the BMW i3 adopted CCS2 in Europe, contributing to faster infrastructure rollout compared to the U.S., where CHAdeMO stations initially outnumbered CCS ones. Expansion gained momentum from 2015 onward through collaborative efforts. In the U.S., BMW, Volkswagen, and ChargePoint announced plans to install approximately 100 DC fast chargers supporting CCS by late 2015. In Europe, a 2016 joint venture among BMW, Daimler, Ford, and the Volkswagen Group (including Audi and Porsche) aimed to deploy ultra-fast high-power CCS stations along major highways, targeting up to 400 sites by 2020. This culminated in the November 2017 launch of the IONITY network, a pan-European high-power charging initiative using CCS2 to bolster long-distance EV travel. By 2019, CCS compatibility extended to a growing roster of vehicles from BMW, General Motors, Volkswagen Group brands, and others, though infrastructure lagged behind vehicle adoption in some regions, with CHAdeMO retaining a station lead in the U.S.

Post-2020 Developments and Shifts

In Europe, the European Union's Alternative Fuels Infrastructure Regulation (AFIR), finalized in 2023 and entering force progressively from 2024, mandated CCS2 compatibility for DC fast charging on all new battery electric passenger cars, light commercial vehicles, and public fast chargers exceeding 50 kW starting in 2025, aiming to standardize infrastructure along major transport corridors with stations every 60 km by end-2025. This built on prior voluntary adoption, enforcing CCS2 as the dominant standard amid growing EV sales, which reached over 2.4 million units in the EU in 2023, while phasing out alternatives like CHAdeMO through non-interoperable exemptions. In North America, CCS1 faced competitive pressure from Tesla's North American Charging Standard (NACS), with Ford, General Motors, Rivian, and others announcing adoption of NACS ports for new models starting in 2025, following Tesla's opening of its Supercharger network to non-Tesla vehicles via CCS1 adapters in 2022–2023; this shift, accelerated by SAE J3400 standardization of NACS in 2023, prompted the Charging Interface Initiative (CharIN) to issue adapter best practices in April 2025 to maintain CCS interoperability amid declining CCS1 exclusivity in federally funded NEVI corridors. By mid-2025, over a dozen automakers committed to NACS integration, reducing CCS1's projected market share for new EVs from near-universal in 2022 to under 50% by 2027, though adapters and dual-port vehicles mitigated fragmentation. Technical advancements emphasized scalability, with CharIN's (MCS)—an CCS-derived protocol for heavy-duty vehicles—advancing to 3.75 MW capabilities through prototype validations starting , including ISO 15118-compliant Plug & Charge for automated sessions and initial bidirectional (V2G) trials enabling up to Level 3 V2H/H by 2025. Power delivery evolved to support 500–920 kW peaks in production systems, as demonstrated by commercial 720 kW CCS chargers deployed in by 2023, enhancing charge times for 800 V architectures in vehicles like the and Hyundai Ioniq 5. These updates, tested via CharIN's conformance programs, prioritized reliability over proprietary extensions, though NACS's simpler design drew criticism from CCS advocates for potentially limiting DC pin configurations in ultra-high-power scenarios.

Technical Design

Connector Variants (CCS1 and CCS2)

The Combined Charging System (CCS) employs two distinct connector variants, CCS1 and CCS2, to accommodate regional differences in electrical infrastructure and standards. CCS1, also designated as SAE Combo 1, integrates with the Type 1 connector for (AC) charging and incorporates two additional pins for (DC) fast charging, primarily serving n markets. In contrast, CCS2, or Combo 2, builds upon the Type 2 connector, adding two DC pins to support both single- and three-phase AC alongside DC, and is the prevailing standard in , regions, and other areas outside . CCS1 features a five-pin J1772 base configuration—comprising two power pins (L1 and L2/neutral), ground, control pilot, and proximity detection—extended by DC positive and negative pins, resulting in seven total contacts. This design supports single-phase AC charging up to approximately 7.4 kW at 240 V and enables DC fast charging capabilities up to 350 kW under updated standards, though practical implementations often limit to 150-350 kW depending on vehicle and infrastructure. The connector's rectangular form factor aligns with North American single-phase grids, with a maximum current rating for AC around 32 A. CCS2 utilizes a seven-pin Type 2 base—including three AC phases (L1, L2, L3), neutral, ground, pilot, and proximity—augmented by two DC pins for a total of nine contacts, facilitating three-phase AC charging up to 43 kW at 400 V three-phase. DC fast charging mirrors CCS1's potential up to 350 kW, with liquid-cooled variants supporting higher sustained rates in advanced systems. This variant's compatibility with three-phase power reflects European grid norms, allowing higher AC throughput for residential and public Level 2 charging. In comparison to the Chinese national standard GB/T, the European Type 2 AC connector for CCS2 features a 7-pin circular design, while the GB/T AC connector also has 7 pins but in a rounded rectangular arrangement with reversed male/female orientation, rendering them physically incompatible without adapters. For DC charging, CCS2 adds 2 pins to the Type 2 base for a total of 9 contacts in a combined connector, whereas GB/T employs a separate 9-pin DC connector with distinct power (DC+, DC-), control (CC1, CC2), communication (S+, S-), auxiliary (A+, A-), and ground (PE) pins. These differences in pin configuration and connector design highlight regional standardization variations, with GB/T tailored for China's infrastructure.
FeatureCCS1 (Combo 1)CCS2 (Combo 2)
Primary Region and global (excl. NA)
Base AC Connector (Type 1) Type 2
AC Phases SupportedSingle-phaseSingle- and three-phase
Max AC Power~7.4 kW (240 V, 32 A)~43 kW (400 V three-phase)
Total Pins/Contacts7 (5 AC + 2 DC)9 (7 AC + 2 DC)
Max DC PowerUp to 350 kWUp to 350 kW
Standard References with Combo extensionIEC 62196-3
Both variants employ power line communication (PLC) for vehicle-charger interaction via the control pilot circuit, ensuring compatibility with ISO 15118 protocols for smart charging, plug-and-charge, and bidirectional power flow in capable systems. Physical differences include CCS2's often more compact design and optional liquid cooling for high-power DC pins, enhancing thermal management during prolonged fast charging sessions compared to air-cooled CCS1 counterparts. Adoption of these connectors mandates vehicle inlets matching the regional variant, precluding direct interchangeability without adapters, which are uncommon due to safety and certification constraints.

Communication and Protocol Specifications

The communication architecture of the Combined Charging System (CCS) integrates low-level analog signaling with high-level digital protocols to manage charging sessions. Basic state detection and proximity signaling occur via pulse-width modulation (PWM) on the control pilot (CP) pin, as defined in SAE J1772 for CCS1 and IEC 62196-3 for CCS2, enabling initial handshake for connection states A through F. Superimposed on this PWM signal is high-level communication (HLC) via power line communication (PLC), which supports parameter negotiation, energy transfer control, and metering. The physical layer for HLC employs HomePlug Green PHY (HPGP), a PLC standard certified for CCS interoperability, operating over the CP line between the (EV) and electric vehicle supply (EVSE). HPGP is mandatory for DC fast charging to handle bidirectional data rates up to 10 Mbps, while optional for AC charging where simpler PWM suffices. Signal level attenuation characterization (SLAC) procedures within HPGP ensure reliable link establishment by calibrating between PLC modules, mitigating noise from high-power DC lines. For protocol layers, early CCS implementations relied on DIN SPEC 70121 (2010), which specified HLC for DC charging based on IEC 61851-23, covering session setup, voltage/current limits, and fault handling but lacking advanced features like certificate-based authentication. This was superseded by ISO 15118 (first published 2013, with updates through ISO 15118-20:2022), an international standard enabling bidirectional vehicle-to-grid (V2G) communication for both AC and DC modes. ISO 15118 supports Plug and Charge functionality via public key infrastructure (PKI), automated authorization without RFID cards, and dynamic load management, with XML-based service discovery and session protocols layered over efficient XML interchange (EXI) for compression. DIN SPEC 70121 remains in legacy systems for basic DC interoperability, but ISO 15118 predominates in modern CCS deployments for enhanced security and flexibility. CCS1 and CCS2 variants share identical protocol stacks, with communication pins (CP and proximity pilot, PP) consistent across regions; DC-specific signaling in Combo connectors leverages the same PLC medium without additional dedicated pins for data. Protocol conformance testing, coordinated by bodies like CharIN, verifies compliance through tools assessing HLC message exchanges, ensuring fault-tolerant operation up to 1,000 V DC and 500 A.

Power Delivery and Load Management

The Combined Charging System (CCS) facilitates power delivery for both (AC) and (DC) charging via a unified connector. In AC mode, CCS1 employs the Type 1 interface, delivering up to 7.7 kW at 240 V single-phase, while CCS2 uses the Type 2 connector, supporting up to 22 kW at 400 V three-phase. DC fast charging occurs through additional dedicated pins, bypassing the vehicle's onboard converter, with voltage ranges from 200 V to 1000 V and currents up to 400 A, yielding maximum power outputs of 350 kW in common deployments, though specifications accommodate up to 400 kW and emerging systems reach 500 kW at 1000 V and 500 A. Power negotiation in CCS relies on the ISO 15118 communication protocol over power line carrier (PLC), enabling bidirectional data exchange between the electric vehicle (EV) and electric vehicle supply equipment (EVSE). During the charging handshake, the EV specifies its maximum voltage, current, and energy requirements, while the EVSE offers available power based on its capabilities and grid constraints, allowing dynamic adjustment of charging parameters for optimal efficiency and battery health. Load management in CCS infrastructure incorporates smart charging features defined in , which support real-time energy management and scheduling to prevent grid overloads. In multi-port stations, dynamic load balancing distributes available power among connected EVs by monitoring total demand and adjusting individual session currents, often integrating with protocols like OCPP for backend coordination. This enables efficient utilization of shared grid capacity, with EVSEs curtailing power delivery proportionally during peak loads or integrating (V2G) capabilities in ISO 15118-20 for bidirectional flow.

Safety and Authorization Features

The Combined Charging System (CCS) employs multiple layered safety mechanisms to mitigate electrical risks, particularly during high-power DC fast charging. Central to these is the control pilot circuit, which uses pulse-width modulation (PWM) signaling inherited from SAE J1772 to verify vehicle presence, connection integrity, and readiness states, including detection of proper grounding via the protective earth (PE) pin. An interlock mechanism ensures pins remain de-energized during disconnection, preventing arcing or shock hazards, while a proximity pilot pin enforces mechanical latching and signals cable current limits to avoid overloads. For DC modes, the vehicle assumes primary responsibility for enforcing current and voltage limits, continuously monitoring insulation resistance and detecting faults such as ground leakage or overcurrent, which trigger immediate session termination if thresholds—typically set above 30 mA for leakage—are exceeded. Thermal management integrates temperature sensors in connectors and inlets to prevent overheating, with protocols mandating reduced power if limits (e.g., 90°C for contacts) are approached, as outlined in CharIN's CCS safety concept. These features align with IEC 61851 standards for EV supply equipment, emphasizing fault-tolerant design where the electric vehicle supply equipment (EVSE) and vehicle communicate via power line carrier (PLC) to validate mutual compatibility before energization. Empirical data from interoperability testing by CharIN indicates these safeguards achieve fault detection rates exceeding 99% in controlled scenarios, reducing risks of insulation breakdown under high-voltage DC exposure up to 1000 V. Authorization in CCS relies on the ISO 15118 protocol suite for secure, bidirectional digital communication over the control pilot line using PLC, enabling automated authentication without manual intervention like RFID cards. ISO 15118-2 specifies requirements for CCS connectors, including certificate-based Plug & Charge (PnC) where vehicles and EVSE exchange X.509 digital certificates rooted in a public key infrastructure (PKI) managed by entities like the CA/Basic trust chain, verifying identities and authorizing sessions in seconds. This process, introduced in ISO 15118-2:2014 and enhanced in later revisions like ISO 15118-20 (2022) for bidirectional support, contracts digitally sign charging contracts, ensuring only authorized entities access power and billing data, with session keys for confidentiality. CharIN's guidelines recommend penetration testing and secure boot for EVSE firmware to counter cyber threats, such as unauthorized access attempts logged in over 5% of early deployments per industry audits. While effective for reducing user friction—PnC adoption reached 10% of European public stations by 2023—vulnerabilities in certificate revocation handling have been noted in peer-reviewed analyses, prompting ongoing updates to ISO 15118-9 for improved revocation mechanisms.

Adoption and Market Dynamics

Regional Adoption Patterns

In North America, the Combined Charging System Type 1 (CCS1) has served as the primary DC fast-charging standard for non-Tesla electric vehicles, integrating with the SAE J1772 AC connector and enabling up to 350 kW charging at compatible stations. Adoption accelerated post-2013 through initiatives by automakers like and , with CCS1 comprising the majority of public DC fast chargers until the mid-2020s. By early 2025, however, the (NACS) gained traction, with 31% of new charging ports supporting it versus 59% for CCS, reflecting automaker shifts by Ford, GM, and others to native NACS ports on 2025 models while retaining CCS1 compatibility via adapters. Tesla's release of CCS1 adapters in 2022 facilitated interim access for its vehicles to non-Tesla networks, but federal incentives under the prioritized CCS1-equipped stations until NACS standardization efforts. ![CCS1 connector](./assets/J1772_(CCS1) Europe has seen widespread CCS2 adoption, based on the IEC 62196 Type 2 connector with added DC pins, mandated for public charging infrastructure since 2014 to ensure interoperability across the Alternative Fuels Infrastructure Regulation (AFIR) framework. By 2025, CCS2 supports over 90% of DC fast-charging sites in the EU, with vehicles from Volkswagen Group, BMW, and Mercedes-Benz featuring native CCS2 inlets; Tesla adapted its European models to CCS2 for compatibility. Regulatory mandates require all new light-duty EVs sold in the EU to incorporate CCS2 sockets from February 2025, phasing out proprietary alternatives and boosting deployment to exceed 1 million public points by 2030 targets. This contrasts with slower AC-to-DC transition in rural areas, where legacy Type 2 remains prevalent. In , CCS adoption remains fragmented and limited, overshadowed by domestic standards such as China's GB/T for both AC and DC charging and Japan's for high-power DC. GB/T is the predominant national standard in mainland China, with every EV sold supporting it and holding a dominant market position. However, European standards like CCS2 are gaining traction in areas such as the Greater Bay Area through cross-border initiatives promoting dual compatibility with GB/T. employs CCS1 in some networks alongside , supporting exports like Hyundai models, but overall EV infrastructure favors local protocols with CCS comprising under 10% of fast chargers as of 2025. Emerging discussions propose CCS2 as a potential DC standard by 2026 to harmonize trade, yet practical rollout lags due to compatibility challenges with dominant Chinese and Japanese systems.

Infrastructure Growth and Challenges

In Europe, the Combined Charging System (CCS) has seen significant infrastructure expansion driven by the Alternative Fuels Infrastructure Regulation (AFIR), which mandates CCS compatibility for public fast chargers exceeding 50 kW starting in 2025. Public charging points grew over 35% in 2024 to exceed 1 million, with fast chargers (primarily CCS) increasing nearly 50% to 71,000 units. Ultra-fast CCS points reached 9,371 by May 2025, reflecting an 11.8% rise in high-power deployments. In the United States, the National Electric Vehicle Infrastructure (NEVI) program has allocated $5 billion through 2026 to deploy DC fast-charging stations along highways, predominantly using CCS connectors. Deployment accelerated in 2025, with 229 new CCS stations (800 ports) added in June alone across the US and Canada, outpacing 2024 rates. Overall, US fast-charging ports are projected to add 16,700 by year-end 2025, supporting CCS-equipped vehicles amid ongoing network buildout. Despite growth, CCS infrastructure faces reliability issues, including frequent equipment failures and outdated app statuses that hinder user access. Grid connection delays, exacerbated by long queues in Europe, slow site activations, with some projects taking months to years. Policy uncertainties and competition from the (NACS) pose further challenges, as major automakers shift toward NACS adoption, potentially fragmenting CCS reliance despite its entrenched base in millions of vehicles. Load management and grid stability concerns arise from simultaneous high-power demands, necessitating advanced balancing strategies.

Competition with Alternative Standards

The Combined Charging System (CCS) has primarily competed with CHAdeMO in North America and Europe, and with GB/T in global markets, particularly China, where regional preferences and manufacturer alliances have shaped adoption. CHAdeMO, developed by Japanese firms like Nissan and Mitsubishi, peaked in usage around 2010–2015 but has declined as automakers shifted to CCS; for instance, Nissan announced in 2020 that subsequent Leaf models would adopt CCS1, reducing CHAdeMO's North American market share to under 5% by 2024. In Europe, CCS2 achieved near-universal dominance for DC fast charging by 2024, with over 80% of public high-power points compatible, as EU mandates and OEM commitments marginalized CHAdeMO to niche applications like early Japanese imports. In , CCS1 faced intensifying rivalry from Tesla's (NACS), originally proprietary but standardized by in 2023. NACS gained momentum through Tesla's network, which offered higher reliability—96% uptime versus 72.5% for CCS stations in tested areas—and prompted eight major automakers (e.g., Ford, GM, ) to commit to native NACS ports starting in 2025 models, potentially capturing over 50% of new EV DC charging compatibility by late 2025. CCS1 retained advantages in infrastructure, but adapters and dual-port strategies have proliferated, with DOE funding prioritizing CCS until NACS mandates in 2025. China's GB/T standard, mandated domestically since 2011, commands over 90% of the world's EV charging points by 2025, driven by 13.5 million installations mostly in Asia-Pacific, dwarfing CCS's global footprint outside Europe and North America. Export tensions and incompatible protocols have limited CCS penetration there, though some Chinese firms like BYD offer CCS adapters for European markets. Overall, CCS's competition reflects a fragmentation resolved regionally: CCS2's de facto monopoly in Europe via regulatory alignment, versus NACS's disruptive lead in the U.S. due to Tesla's vertical integration, while CHAdeMO and GB/T persist in legacy or protected ecosystems.

Advantages and Criticisms

Empirical Strengths and Achievements

The Combined Charging System (CCS) has facilitated extensive infrastructure rollout, with over 79,000 public CCS charging points deployed across Europe, enabling widespread access for electric vehicle users. In North America, CCS supports approximately 9,300 public charging points, contributing to regional EV ecosystem development despite emerging competition from alternative standards. This deployment reflects CCS's role in scaling fast-charging networks, with high-power variants exceeding 26,000 points in the Asia-Pacific region. CCS has garnered support from major automakers, including Volkswagen Group brands (Volkswagen, Audi, Porsche), BMW, and General Motors, integrating the standard into production vehicles since the early 2010s and enabling compatibility for diverse models equipped with CCS1 or CCS2 ports. The first CCS prototype demonstration occurred on May 30, 2012, marking a key milestone in standardizing combined AC and DC charging in a single connector, which streamlined vehicle inlet designs and reduced manufacturing complexity. Empirical performance data underscores CCS's power delivery strengths, with the standard routinely supporting 150-350 kW rates in commercial use, allowing vehicles to regain significant range in minutes. A Mercedes-AMG GT XX prototype set a record by accepting a peak of 1,041 kW through a liquid-cooled CCS cable, transferring 17.3 kWh in 60 seconds—equivalent to 128 km of range—validating the system's potential for ultra-high-power applications. In the United States, CCS DC fast charging connectors grew by 14.7% in the second quarter of 2024 alone, outpacing CHAdeMO (4.3%) and contributing to a total of over 44,000 public DC fast ports nationwide. CharIN's efforts have extended CCS to heavy-duty electrification via the Megawatt Charging System (MCS), an evolution supporting up to 1 MW for commercial vehicles, with prototypes and standards advancing interoperability across the . This progression has positioned CCS as the dominant fast-charging protocol in , where it aligns with regulatory mandates for standardized DC charging, fostering efficient grid integration and reduced emissions through empirical grid stability studies.

Limitations and Reliability Issues

Despite its standardization, the Combined Charging System (CCS) encounters reliability issues in public DC fast-charging deployments, particularly in the United States where CCS1 predominates. Empirical assessments reveal functional rates as low as 73.3% for open-access public DC fast chargers equipped with CCS connectors, with 23.5% exhibiting failures such as blank or unresponsive screens, payment system malfunctions, or inability to initiate charging sessions. These figures contrast sharply with provider-reported uptimes of 95-98%, suggesting discrepancies possibly attributable to self-reported metrics overlooking user-facing downtime or inconsistent testing protocols. Independent audits corroborate this, documenting 72.5% functionality across sampled stations, with additional 4.9% hampered by insufficient cable length exacerbating accessibility. High-power CCS implementations introduce physical handling limitations due to cable mass and rigidity. DC charging cables rated for 150 kW and above, often liquid-cooled to sustain efficiency without thermal throttling, can weigh up to 22.7 kg for 200 kW lines at 400 V battery voltages, rendering them cumbersome for single operators and contravening ergonomic safety thresholds like OSHA guidelines. This heft contributes to connection failures, as cable sag under gravity elevates contact resistance, triggering charge locks or session interruptions in vehicles detecting improper engagement. Stiff, thick designs further complicate maneuvering, particularly in overhead or retractable systems where coiling risks localized overheating from uneven current distribution. Reliability is also undermined by occasional hardware vulnerabilities, including connector-level faults. In , a short-circuit in a prototype liquid-cooled CCS plug from Huber+Suhner prompted a global recall of affected units, highlighting risks in cooling where incomplete fluid circulation could lead to localized hotspots or arcing under sustained high currents. While advancements in cooling mitigate resistive heating—essential as uncooled cables experience efficiency drops exceeding 20% at elevated powers—residual challenges persist in extreme environments, where or contamination at pins can degrade contact integrity over repeated cycles. These issues underscore a causal gap between CCS's theoretical robustness under SAE J1772-derived protocols and field performance, influenced by installation variability and lapses.

Economic and Practical Critiques

The Combined Charging System (CCS) has faced economic scrutiny for its elevated infrastructure deployment costs compared to alternative standards. High-power CCS DC fast chargers, essential for rapid charging, require substantial upfront investments, with individual stations in Europe estimated at approximately €200,000 due to complex electrical systems, cooling requirements, and site preparation. In the United States, the need to support CCS alongside legacy protocols like CHAdeMO has historically increased hardware and compatibility expenses for operators, adding to total project costs by mandating dual-port configurations or adapters. These factors contribute to slower network expansion, as evidenced by analyses showing that multi-standard compliance elevates per-station expenses and complicates supply chains for components. Adoption of CCS also imposes transitional economic burdens on automakers and infrastructure providers amid competition from the (NACS). Retrofitting existing CCS stations for NACS compatibility incurs costs beyond mere cable swaps, including potential upgrades to and software for higher amperage handling, straining budgets for public networks already facing utilization challenges. Market reports highlight that the initial capital for high-power CCS units deters residential and small-scale deployments, limiting scalability and favoring incumbents with deeper pockets over broader . On the practical front, the CCS connector's integrated design—merging AC plugs with protruding DC pins—renders it notably bulky and heavy, weighing up to several pounds and complicating ergonomic handling during use. This size exacerbates usability issues, such as difficulty aligning pins in vehicle inlets under time pressure or in suboptimal conditions like rain or darkness, leading to user frustration and increased insertion force requirements. The connector's weight and contours promote frequent dropping or dragging, accelerating wear on mating surfaces and contributing to higher failure rates in public deployments. Reliability data underscores these mechanical vulnerabilities, with U.S. public charging stations—predominantly CCS-equipped—achieving only 78% average uptime, where connector-related faults from mishandling or environmental exposure play a significant role. demands further compound practical drawbacks, with incident-specific repairs costing up to $400, often tied to the standard's robust but unforgiving physical profile that resists casual abuse better suited to lighter alternatives. Overall, these attributes have prompted critiques that CCS prioritizes power density over everyday operability, hindering seamless consumer adoption in non-ideal real-world scenarios.

Future Developments

Ongoing Standardization Efforts

The Charging Interface Initiative (CharIN) continues to lead efforts in refining the Combined Charging System (CCS) through collaboration with the (IEC) and (ISO), focusing on enhanced interoperability and support for bidirectional charging via ISO/IEC 15118 protocols. In May 2025, CharIN released an updated (MCS) White Paper 2.0, outlining alignments with ISO 12768-1 and IEC 61851-27 standards to enable compatibility with emerging robotic charging technologies and facilitate international adoption for heavy-duty applications. A key focus is the development of MCS as an extension of CCS for ultra-high-power charging, targeting up to 3.75 megawatts (3,000 amperes at 1,250 volts DC) to address limitations in CCS for commercial vehicles like electric trucks, where current CCS supports up to 500 kilowatts. This includes new connector designs and protocols for safe power transmission at elevated levels, with testing demonstrated in October 2025 by Mercedes-Benz on its eActros LongHaul truck, which integrates both CCS high-power and MCS capabilities alongside wireless options. Standardization also emphasizes (V2G) functionality, with -20 enabling bidirectional energy transfer and precise control during charging sessions, as validated through CharIN's CCS Test System for conformity assurance. Meanwhile, in regions like , efforts involve adapting CCS amid competition from the (NACS), with CharIN advocating for NACS incorporation of CCS-compatible protocols like DIN 70121 and to maintain PLC-based , though federal updates via the U.S. Federal Highway Administration's 2024 RFI signal ongoing reviews to align standards with private-sector innovations without mandating a single connector.

Potential Transitions and Innovations

In North America, the Combined Charging System (CCS1) faces a potential transition toward the North American Charging Standard (NACS), with major automakers including Ford, General Motors, and Toyota adopting NACS ports on new electric vehicle models starting in 2025, driven by access to Tesla's extensive Supercharger network. Adapters enabling CCS-equipped vehicles to use NACS stations are being provided by manufacturers, mitigating short-term incompatibility while CCS infrastructure persists through dual-standard chargers and retrofits. This shift reflects NACS's advantages in reliability and deployment scale, though CCS retains relevance for non-Tesla networks and international compatibility. In and other regions, CCS2 remains the dominant standard with limited transitions anticipated, supported by regulatory mandates and widespread ; innovations focus on enhancing its capabilities rather than replacement. Liquid-cooled cables and connectors enable higher currents up to 1000A, facilitating charging powers exceeding 500 kW while managing thermal loads through dielectric fluids that dissipate heat from contacts and cables. The Megawatt Charging System (MCS), an extension of CCS principles, represents a key innovation for heavy-duty vehicles, targeting up to 3.5 MW to reduce charging times for large battery packs in trucks and buses from hours to minutes. Standardized by CharIN with a larger connector incorporating CCS-like communication protocols, MCS emphasizes liquid cooling and grid-to-inlet integration for commercial fleets, with initial deployments expected by 2026. These developments position CCS as adaptable for scaling electrification, with market projections estimating the CCS charger sector to reach $25 billion by 2035 amid rising demand for ultrafast and bidirectional capabilities.

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