The Type 2 connector is the seven-pin AC charging connector specified in IEC 62196-2, often called the Mennekes connector after the company that proposed it. Among charging standards, it is the mandatory AC interface for public charging points in the European Union and the common AC inlet on European electric vehicles, supporting single-phase and three-phase charging up to 63 A.
The Type 2 connector is also the foundation of CCS2, the European combined charging system: the CCS2 inlet adds two large DC pins below the Type 2 shape, so one vehicle socket handles both AC charging and DC fast charging.
Pin layout and how the Type 2 connector works
The Type 2 connector works by carrying up to three phases and neutral for power, a protective earth for safety and two signal pins that control the charging session. The flat top edge of its round housing makes it impossible to insert in the wrong orientation.
| Pin | Name | Function |
|---|---|---|
| L1, L2, L3 | Phase conductors | Carry alternating current, one to three phases |
| N | Neutral | Return conductor |
| PE | Protective earth | Safety ground, connects first and breaks last |
| CP | Control pilot | Signals available current and charging state |
| PP | Proximity pilot | Detects the plug and encodes the cable current rating |
The control pilot follows IEC 61851-1: the charging station generates a 1 kHz PWM signal whose duty cycle tells the car the maximum current, while the car changes the signal voltage to report states such as connected, ready to charge or fault. The proximity pilot uses a resistor in the plug, for example 680 ohms for a 20 A cable and 220 ohms for 32 A, so the station never supplies more current than the cable can carry.
When a session ends, the station opens its contactor before the plug is released. Both the station socket and the vehicle inlet include an electrically actuated locking mechanism that holds the plug while current flows.
Power levels on Type 2
Power through a Type 2 connector depends on the number of phases, the current and the vehicle’s onboard charger. The connector itself is rated for higher currents than most installations use.
| Supply | Current | Power |
|---|---|---|
| Single phase, 230 V | 16 A | 3.7 kW |
| Single phase, 230 V | 32 A | 7.4 kW |
| Three phases, 400 V | 16 A | 11 kW |
| Three phases, 400 V | 32 A | 22 kW |
| Three phases, 400 V | 63 A | 43 kW, rarely supported by vehicles |
Most current European vehicles accept 11 kW on three phases, and a smaller number accept 22 kW. Some cars charge on only one or two phases, so the same public 22 kW post may deliver 3.7, 7.4 or 22 kW depending on the vehicle.
Type 2 compared with other connectors
The Type 2 connector differs from other AC connectors mainly in its native support for three-phase power, which reflects the three-phase grid connections common in European buildings.
| Connector | Main region | Current type | Key difference |
|---|---|---|---|
| Type 2 | Europe and many other markets | AC, up to three phases | Seven pins, three-phase capable |
| Type 1 | North America, older Japanese cars | AC, single phase | Five pins, no three-phase |
| CCS2 | Europe | AC and DC | Type 2 plus two DC pins |
| NACS | North America | AC and DC on same pins | Compact, single shape for both |
| GB/T AC | China | AC | Similar look, different pin assignment |
The Chinese GB/T AC connector looks similar to Type 2 but is mirrored and uses a different signaling convention, so the two are not interchangeable without adapters designed for that purpose.
Cables, sockets and charging modes
Type 2 is used in two physical forms: as a plug on a cable and as a socket on stations and vehicles. Public AC posts in Europe usually provide a Type 2 socket, so drivers carry their own Type 2 to Type 2 cable, while home wallboxes often have a tethered cable.
- Mode 3 charging uses a Type 2 connection to a fixed charging station with full pilot communication.
- Mode 2 charging uses a portable unit with an in-cable control box that plugs into a household or industrial socket and provides a Type 2 plug for the car.
- Cable ratings of 16 A or 32 A, and single- or three-phase, should match both the car and the stations most often used.
- Cable length of 5 to 7 meters covers most parking situations; longer cables are heavier and more costly.
Charging stations may support ISO 15118 communication over the control pilot line in addition to basic PWM signaling. This enables features such as Plug and Charge and, in some setups, bidirectional energy flow, while the physical connector stays the same.
Common problems and their causes
Most Type 2 charging problems come from signaling mismatches, locking faults or worn contacts rather than from the connector design itself.
| Symptom | Likely cause | Remedy |
|---|---|---|
| Lower power than expected | Car charges on fewer phases or lower current | Check onboard charger specifications |
| Plug will not release | Locking actuator still engaged | End the session in the car or app |
| Session will not start | Pilot signal error or damaged cable | Try another cable or station |
| Hot plug or discoloration | Worn or dirty contacts | Stop using it and replace the cable |
Adapters deserve particular caution. Type 2 to Type 1 adapters for older imported cars work only in one direction and must pass through the pilot signals correctly, while improvised adapters to household sockets bypass the protection of the charging station entirely and should never be used. Connector contacts are rated for many thousands of mating cycles, but water, grit and dropped plugs shorten that life considerably.
The idea in brief
The Type 2 connector is the standard charging plug for electric cars in Europe. Almost every European charging post and almost every European electric car uses the same shape, so drivers rarely need adapters.
Besides the wires that carry power, the plug has small signal pins that let the car and the charger talk. They agree on how much power is safe before any electricity flows, which is why charging is safe even in the rain.
A practical scenario
A driver of a compact electric car with an 11 kW three-phase onboard charger stops at a supermarket that offers public 22 kW AC posts with Type 2 sockets. The driver plugs in a personal three-phase 32 A Type 2 cable and starts the session with a charging card.
The post signals 32 A through the control pilot, the cable’s resistor reports 32 A capacity and the car limits itself to 16 A per phase, its onboard charger limit. Charging runs at 11 kW, adding about 15 kWh during a 75-minute shopping trip.
A second driver at the next post, whose car charges on a single phase only, receives about 7.4 kW from the identical post. Both sessions end with the plugs unlocking automatically once each driver stops charging in the app.