LEAFer wrote:Ok ... that may be true of the SAE standard for the plug. But I highly doubt the receptacle on the LEAF is rated to 80A.
I'm operating under the assumption that the plug and receptacle are both defined as part of the standard, and therefore would match in terms of requirements. It would make no sense at all to design a standard which allows a 80A plug and charging system to be plugged into a receptacle that can only handle 30A before melting.
Again, true (they would match each other). *BUT* even though the standard defines pilot signal protocol up to 80A, that does not mean every EVSE and/or part has to meet the maximum spec. That's the reason you find the Yazaki connectors on most L2 EVSE's marked 30A. They actually wanted them to be 32A, but a minor subset of testing at UL caused a failure at 32A, while passing at 30A (and the 80A target for ITT Canon plug was not achieved and it is downgraded to 75A for the same reason).
What prevents a safety issue is that even an EVSE meeting the maximum spec (but probably equipped with the "downgraded" 75A plug), when it puts out a pilot signal allowing 75A, the car still has the choice of how many amps it will actually draw. It may draw any amount up to 75A as long as it is safe to do so on its own rated equipment (the receptacle and internal wiring back to the charger in the car).
Naturally, an EVSE with all its parts rated and safely operating at 30A at best, should never send out an 80A pilot signal ...
Does that clarify ? Or is my explanation still "obtuse"