On paper, the Donut Lab battery sounds amazing: full charge in less than 10 minutes, 400 Wh/kg energy density, 100,000 charge cycles, extremely safe and low cost. Basically it ticks every single box on a battery wish list. The problem on those promises is that this is all based on Donut’s own claims.

Donut Lab’s Solid-State Battery: Breakthrough or Battery Hype Cycle 2.0?

If you follow battery tech even casually, you’ve probably seen the headlines: a Finnish startup, Donut Lab, claims to have a “production-ready solid-state battery” with specs that read like a wish list from every EV (electric vehicle) engineer on the planet.

We’re talking following promises:
* 5–10 minute full charge
* ~400 Wh/kg energy density
* Up to 100,000 charge cycles
* Improved safety
* Lower cost than current lithium-ion

On paper, that’s not just incremental improvement — those are disruptive (if they are true). But here’s the thing: for technically minded readers, those numbers immediately raise eyebrows.

The Spec Sheet That Breaks Physics?

Solid-state batteries are real. Replacing liquid electrolyte with a solid one *can* enable higher energy density and better safety margins. No argument there. The industry has been chasing this for over a decade.

But combining:

* Ultra-fast charging
* Extremely high cycle life
* High energy density
* Low cost
* Immediate production readiness

…in a single chemistry? That’s where skepticism kicks in.

Hackaday’s deep dive into the Donut battery claims points out a core issue: when you try to reconcile those parameters with known electrochemistry and materials science, the puzzle pieces don’t fit together. Trade-offs are fundamental to battery design. High energy density tends to stress cycle life. Fast charging increases thermal and structural degradation. Solid electrolytes introduce interface challenges and manufacturing complexity.

Typically with battery chemistry you don’t get everything at once. At least, not with any chemistry currently understood. Even a professor from Aalto University publicly stated that parts of the claims would “break the laws of physics” if true. That’s not casual criticism — that’s a red flag.

Where’s the Data?

Another sticking point for engineers: there’s no publicly available technical documentation.

No patents detailing the breakthrough.
No peer-reviewed papers.
No independent lab validation.
No disclosed chemistry.

What exists is a launch video from CES and bold statements about production already happening in Finland.

Yet when journalists asked where the factory is located, the response was essentially: “No comment.” For a claimed production-ready technology in a €200 billion global battery market, that’s unusually opaque.

Industry Reaction: From Skepticism to Panic

The response hasn’t just been academic skepticism.

Yang Hongxin, chairman of Svolt (a major Chinese battery player), reportedly called the claims “a fraud,” stating the parameters are internally contradictory and that industrialization of all-solid-state batteries is still premature.

That’s strong language — but it reflects a broader sentiment in the industry. Many battery veterans see the announcement as part of a familiar pattern: Company announces revolutionary solid-state breakthrough → promises production in two years → timeline quietly slips → repeat.

We’ve seen this cycle before.

And yet — interestingly — Donut Lab’s announcement triggered something real: competitors accelerated their own announcements. In that sense, whether the battery exists or not, the marketing worked brilliantly. It pushed the conversation forward.

The Verge Connection Raises More Questions

Adding complexity, Donut Lab is connected to Verge Motorcycles, which has announced bikes using this battery tech. But financial reports related to Verge have painted a messy picture, and delivery timelines for the motorcycles have reportedly slipped.

For engineers evaluating credibility, financial instability and delayed hardware launches don’t inspire confidence in breakthrough battery mass production.

Meanwhile, Sodium-Ion Creeps Forward

While the spotlight is on “miracle” solid-state cells, sodium-ion batteries are quietly gaining traction. Lower energy density, yes — but cheaper materials, better cold performance, and realistic manufacturing pathways.

For Nordic climates, sodium-ion might be the more pragmatic near-term solution. It’s not as sexy as a physics-defying supercell. But it’s real.

So… Breakthrough or Vaporware?

Here’s the balanced take:

If Donut Lab’s claims are even partially true, this would be one of the most significant battery breakthroughs in decades — potentially reshaping China’s dominance in the sector and redefining EV economics.

But extraordinary claims require extraordinary evidence.

Until we see:
* Independent validation
* Clear chemistry disclosure
* Real production lines
* Shipped products in customer hands

…it remains a fascinating case study in how hype, capital markets, and deep-tech ambition intersect.

For engineers and technically minded observers, the right stance isn’t cynicism — it’s disciplined skepticism.

Because if history has taught us anything about batteries, it’s this: The laws of electrochemistry don’t bend for press releases.

Sources:

Donut Labin omistaja jakoi optioita pilkkahinnalla – Holdingyhtiön osakkeen arvoksi määriteltiin vain 69 senttiä
https://www.talouselama.fi/uutiset/a/b2e4e604-195c-4a59-9e19-ba8ca81efabd

Investigating The Science Claims Behind The Donut Solid State Battery
https://hackaday.com/2026/02/08/investigating-the-science-claims-behind-the-donut-solid-state-battery/

Kommentti / Oli Donut Labin akusta mitä mieltä tahansa, Kiinassa on painettu paniikkinappulaa
https://www.kauppalehti.fi/uutiset/a/8d56c5cd-79c1-47c1-b515-c4c77fe5a98d

Donut Labiin kytkeytyvän Vergen raportti on karua luettavaa – Toimitusjohtajalla on selitys kaikkeen
https://www.kauppalehti.fi/uutiset/a/f942fca5-d7e1-4629-b7aa-2c0ed130c146

Vergen moottoripyörien toimitusaika venähti – Näin kommentoi toimitusjohtaja
https://www.kauppalehti.fi/uutiset/a/5460f06d-27b5-4c8e-bb7f-8fc03f5294f5

Unohda Donut Lab – Nyt tulevat Suomeen sopivat suola-akut
https://www.kauppalehti.fi/uutiset/a/16bffade-4c55-41af-a844-46cef04c16d5

Suomalainen startup väittää keksineensä superakun – professori tyrmistyi lupauksista: ”Rikkoisi fysiikan periaatteita”
https://yle.fi/a/74-20204751

Donut Labin ihmeakun lanseeraukseen liittyvän Verge Motorcyclesin tilintarkastus paljasti kaaoksen
https://yle.fi/a/74-20205916

Donut Labin toinen perustaja vakuuttaa CES-haastattelussa
https://etn.fi/index.php/13-news/18415-donut-labin-toinen-perustaja-vakuuttaa-ces-haastattelussa

Professori: Suomalaisen ihmeakun teknologia voisi horjuttaa Kiinan ylivoimaa, jos väitteet siitä pitävät paikkansa
https://yle.fi/a/74-20206158

Missä se Donut Labin akkutehdas oikein piileskelee? – ”Emme kommentoi”
https://tekniikanmaailma.fi/missa-se-donut-labin-akkutehdas-oikein-piileskelee-emme-kommentoi/

Donut Labin akkusensaatio – totta vai tarua?
https://tekniikanmaailma.fi/donut-labin-akkusensaatio-totta-vai-tarua/

GWM’s Svolt CEO calls Donut Lab’s ‘production-ready’ solid-state battery a fraud
https://carnewschina.com/2026/01/20/gwm-spin-off-svolt-ceo-claimed-donut-labs-production-ready-all-solid-state-battery-is-a-fraud-report-says/

The aim is to speed up the switch to electric vehicles and combat climate change.
“This deal is good news for car drivers… new zero-emission cars will become cheaper, making them more affordable and more accessible to everyone,” Parliament’s lead negotiator Jan Huitema said.
The European Parliament said the deal is a “clear signal ahead of the UN COP27 Climate Change Conference that the EU is serious about adopting concrete laws to reach the more ambitious targets set out in the EU Climate Law”.
Greenpeace said the 2035 deadline is too late to limit global warming to below 1.5C (2.7F).

Sources:

EU reaches deal on law banning sale of new fuel-powered cars starting 2035
https://www.france24.com/en/europe/20221028-eu-reaches-deal-on-law-that-will-ban-sale-of-new-fuel-powered-cars-starting-2035

EU approves effective ban on new fossil fuel cars from 2035
https://www.reuters.com/markets/europe/eu-approves-effective-ban-new-fossil-fuel-cars-2035-2022-10-27/

EU reaches deal to ban sale of new combustion-engine cars by 2035
https://www.aljazeera.com/news/2022/10/28/eu-reaches-deal-to-ban-sale-of-new-combustion-engine-cars-by-2035

The engine preheater is the device that preheats the engine at low temperatures in winter before starting. It protects and warms up the engine by heating up the coolant and transferring the heat to the engine through the coolant. If you live in the winter zones where temperatures fall below -10 degrees Celsius then it would be good to learn the benefits of using a block heater. From helping your car start in the extreme cold to protecting your car, a block heater is a relatively inexpensive tool. The more you drive with your engine cold the faster the cylinder and piston will wear out. Typical heating time used in Finland is two hours, that’s what is the default on time on most timers on the car heating sockets. Testing in the 1970s of warm-up times for block heaters found little benefit in operating a block heater for more than four hours prior to starting a vehicle. Start by watching video to finding out what a block heater:

Tarvitsetko moottorilohkolämmittimen? Kuinka se toimii, kuinka kauan kytkeä verkkovirta, toimiiko se

The car interior heater can warm the air in your vehicle so that the ice and snow start to melt away from windows and it is nicer to start driving. In Finland we typically use 1000-2000W mains powered (230V AC) heaters in the car for 1-2 hours for getting the ice out of car windows and getting the inside of car somewhat warmer than freezing cold. One kilowatt is not a lot of power trying to heat up car inside in the middle of winter. Defa is the most common brand, but there are also many other heating brands. Here are some videos on those heaters.

Motonet | Defa-autolämpö

Interior heater install for Skoda Citigo iV electric

I have a Defa miniplug socket installed on the front of my car. I plug the following type cable from it to outdoor mains outlet to it. The cable must be built so that it will withstand handling on the cold weather without insulation being damaged. For example in Finland the cables are tested down to -50 degrees Celsius according to EN 50525-2-21 cable flexing test.

Inside the car there is wiring that splits the power to motor block heater and car interior heater (heater is plugged to normal looking mains outlet wired to heater wiring system wiring inside car). The 230V AC power goes to the car through DEFA mini plug system (originally made by only Defa, now there are compatible connectors also from other manufacturers).

On my car there is a Defa mini socket to SCHUKO socket adapted installed inside car where I plug my Defa heater.
There is also Defa mini socket Y splitter under the hood near motor to get power also to motor heater. Here is a video that shows how inside car socket is installed to one car model.

Here is DEFA heating system wiring diagram example:

This example has engine heater, interior heater and car battery charger. In simpler systems there is no charger (red box) but the wiring is otherwise similar (input just goes directly from input plug to the cable Y splitter.

Sisäpistokkeen asennus, VW Golf -00, 1.9 TDi

Here are videos on the sockets that are used to get the heating power to the car in Finland. This is typical outlet with time that gives two hours of electrical power to the outlet starting at the set time.

Winter driving, engine heater, timer adjustment

Näin käytän auton lämmitystolppaa

Before this small DEFA mini plug system, car heaters used to use old style quite big CEEFORM sockets in the car.

Links to more information:
https://www.defa.com/ca/warmup-heating-charging-system/interior-heaters/
https://www.defa.com/content/uploads/Documentation/Downloads/Technical-information/Electrical-preheating/Technical-Handbook-EN.pdf
https://www.defa.com/content/uploads/Documentation/Downloads/Technical-information/Electrical-preheating/ComfortKit-User-Installation-Guide.pdf
https://www.defa.com/content/uploads/Documentation/Downloads/Technical-information/Electrical-preheating/ComfortKit-Plus-Diagram.pdf
https://www.defa.com/product/cabin-heater-kit-ev-1900/

2021 ELECTRONIC DESIGN FORECASTS
Check out all the forecasts for this year from the editors and industry experts.
https://www.electronicdesign.com/magazine/50043?utm_source=EG+ED+IoT+for+Engineers&utm_medium=email&utm_campaign=CPS210129062&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

If You Build It, Will They Come: The Butterfly Effect
As the pandemic rages on and with political tumult in the air, 2021 will present various challenges for new products and technologies.
https://www.electronicdesign.com/altembedded/article/21152061/electronic-design-if-you-build-it-will-they-come-the-butterfly-effect?utm_source=EG+ED+Analog+%26+Power+Source&utm_medium=email&utm_campaign=CPS210112082&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

Technology Overkill
Whether it’s tough-to-install software or needlessly complex products replete with thick manuals, it’s high time that the “user-friendly” aspect is once again a key factor in today’s designs.
https://www.electronicdesign.com/communiqu/article/21153900/electronic-design-technology-overkill?utm_source=EG+ED+Analog+%26+Power+Source&utm_medium=email&utm_campaign=CPS210129048&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

2021 Forecast for the Edge
Jason Shepherd, VP of Ecosystem at ZEDEDA, shares his predictions on what will be trending in edge computing in 2021.
https://www.electronicdesign.com/technologies/iot/article/21152901/zededa-2021-forecast-for-the-edge?utm_source=EG+ED+IoT+for+Engineers&utm_medium=email&utm_campaign=CPS210129062&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

Analog Matters, Even in a Digital World
Why is machine learning in analog the key to smart devices with longer-lasting batteries?
https://www.electronicdesign.com/technologies/analog/article/21154259/aspinity-analog-matters-even-in-a-digital-world?utm_source=EG+ED+Analog+%26+Power+Source&utm_medium=email&utm_campaign=CPS210129051&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

Taking the Pulse of Trends in Timing—the Heartbeat of Electronics
In this forecast article, Piyush Sevalia, EVP Marketing at SiTime, explores three significant trends impacting the timing market in 2021 and beyond.
https://www.electronicdesign.com/technologies/analog/article/21153309/sitime-taking-the-pulse-of-trends-in-timingthe-heartbeat-of-electronics?utm_source=EG+ED+Analog+%26+Power+Source&utm_medium=email&utm_campaign=CPS210120096&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

US Chip Sector Continues to Grow as Global Sales Rebound in 2020
Overall sales by US-based companies came to $208 billion in 2020, or around 47% of the market, while chips shipped into the US for use in electronics production totaled $94.2 billion, up around 20% from 2019.
https://www.electronicdesign.com/technologies/embedded-revolution/article/21154323/electronic-design-us-chip-sector-continues-to-grow-as-global-sales-rebound-in-2020?utm_source=EG+ED+Analog+%26+Power+Source&utm_medium=email&utm_campaign=CPS210204079&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

Three Possible 2021 Outcomes: Pick Only One
There are three ways that 2021 could evolve. This article details each of the three and explains how and why each will result in relatively predictable revenues, but it’s uncertain which of these three will develop.
https://www.mwrf.com/technologies/semiconductors/article/21154243/three-possible-2021-outcomes-pick-only-one?utm_source=RF+MWRF+Today&utm_medium=email&utm_campaign=CPS210204039&o_eid=7211D2691390C9R&rdx.ident%5Bpull%5D=omeda%7C7211D2691390C9R&oly_enc_id=7211D2691390C9R

Chip supply is so tight it is shutting down automotive production lines and could affect other industries as well.

White House working to address semiconductor shortage hitting auto production
https://www.reuters.com/article/us-autos-semiconducts-biden-idUSKBN2AB2AU
US senators urge action on shortage of auto chips
CALL FOR FUNDING: A global shortage of chips used in auto production threatens the US’ post-pandemic economic recovery, a bipartisan group of senators wrote
https://www.taipeitimes.com/News/biz/archives/2021/02/04/2003751722
CEOs Urge President Biden to Fund Chips, Executive Order Expected
https://www.eetimes.com/ceos-urge-president-biden-to-fund-chips-executive-order-expected/
Car chip shortages a sign of wider demand crunch: ASML executive
https://www.reuters.com/article/us-asml-semiconductors-idINKBN2AB28Z
Carmakers have been hit hard by a global chip shortage — here’s why
https://www.cnbc.com/2021/02/08/carmakers-have-been-hit-hard-by-a-global-chip-shortage-heres-why-.html
Auto Industry Chip Shortages Reflect Wider Shortfall
https://www.eetimes.com/auto-industry-chip-shortages-reflect-wider-shortfall/
How Covid led to a $60 billion global chip shortage for the auto industry
https://www.cnbc.com/2021/02/11/how-covid-led-to-a-60-billion-global-chip-shortage-for-automakers.html
TSMC to Start Dedicating New Capacity to Auto Chips First
https://www.tomshardware.com/news/TSMC-to-prioritize-auto-chips-when-adding-capacity

Surprise! 2020 Is Not the Year for Self-Driving Cars
https://spectrum.ieee.org/transportation/self-driving/surprise-2020-is-not-the-year-for-selfdriving-cars

In March, because of the coronavirus, self-driving car companies, including Argo, Aurora, Cruise, Pony, and Waymo, suspended vehicle testing and operations that involved a human driver. Around the same time, Waymo and Ford released open data sets of information collected during autonomous-vehicle tests and challenged developers to use them to come up with faster and smarter self-driving algorithms.

It seems that the self-driving car industry still hopes to make meaningful progress on autonomous vehicles (AVs) this year, but the industry is slowed by the pandemic and facing a set of very hard problems that have gotten no easier to solve over the years.

Here are some videos on troubleshooting and repairing commercial cables:

Electric Car Charger Troubleshooting

Repairing a damaged EV charging cable.

EVSE Level 1 J1772 plug replacement

Here are some interesting looking DIY electrical vehicle charging projects:

Designing a better portable EV charger (granny charger)

Arduino based very simple DIY EVSE / Charging station

Homemade level 2 EV charger quick overview

Designing a better portable EV charger (granny charger)

open-evse is an open Hardware and Software for Charging J1772 compliant Electric Vehicles. The EVSE promises to provide the connection, communication and safety devices between the EV and the wall.

What is OpenEVSE

OpenEVSE build and mini-review

Building an OpenEVSE kit 3

#24 – Do-It-Yourself OpenEVSE level 2 electric vehicle charger – part 1

#25 – Do-It-Yourself OpenEVSE level 2 electric vehicle charger – part 2

DIY Level 2 EV Charger Part 1 – The J1772 Standard

DIY Level 2 EV Charger Part 2 – Designing the Hardware

DIY Level 2 EV Charger Part 3 – Programming and Testing

How does an Electric Car work ? | Tesla Model S

The simplest options that many people choose is to charge their electric vehicles from a domestic socket typically plug your car in overnight. Some electric vehicles have converters on board that can plug directly into a standard electrical outlet or they can be plugged to standard outlet with a special cable that has some active electronics in it (setting allowed load current and provide protection functions). Charging an electric vehicle is pretty easy if your car supports that option – just plug it in and wait.

Many people choose to charge their electric vehicles from a domestic socket typically plug your car in overnight (it can take all night to charge your car battery from empty to full). As a short-term or occasional solution, charging from the mains is fine. In longer term use, the problems are that that charging is slow that in some cases the old domestic outlets might not be able to properly handle the long term high current load the electrical car charging causes.

Another option is that you can charge your car at a public charging station or at home via a domestic socket or a specially installed charging point. You can charge your car much faster if you install a specially-designed charging point. Home chargers (typically 16-amps or 32-amps) can charge an electric vehicle from flat to full in 3.5 hours. Some are even quicker. The price of chargers depends on their power and efficiency. Typically you will use a charging station that provides electrical conversion, monitoring, or safety functionality.

Electric Car Charging, How long does it REALLY take?

Charging Your EV at Home

There is also a wide variety of electrical vehicle charging stations. An electric vehicle charging station is an element in an infrastructure that supplies electric energy for the recharging of plug-in electric vehicles—including electric cars, neighborhood electric vehicles and plug-in hybrids. Charging station is usually accessible to multiple electric vehicles and has additional current or connection sensing mechanisms to disconnect the power when the EV is not charging.

Charging stations fall into four basic categories:
1. Residential charging stations: An EV owner plugs into a standard receptacle when he or she returns home, and the car recharges overnight.
2. Charging while parked (including public charging stations) – a private or commercial venture for a fee or free, sometimes offered in partnership with the owners of the parking lot. This charging may be slow or high speed.
3. Fast charging at public charging stations >40 kW, capable of delivering over 60-mile (97 km) of range in 10–30 minutes.
4. Battery swaps or charges in under 15 minutes.

The charging time depends on the battery capacity and the charging power. The charging power depends on the voltage handling of the batteries and charger electronics in the car. The U.S.-based SAE International defines Level 1 (household 120V AC) as the slowest, Level 2 (upgraded household 240 VAC) in the middle and Level 3 (super charging, 480V DC or higher) as the fastest.

In Europe where 230V AC is used, the Level 2 type of charging is most commonly used. For normal charging (up to 7.4 kW), car manufacturers have typically built a battery charger into the car. A charging cable is used to connect it to the electrical network to supply 230 volt AC current. The charging cable can have active electronics in it to provide car the information how much current it can draw from outlet and some protective electronics (ground fault protector, over current protector, connector over-heating protection etc.). The Type 2 connector is suitable for slow, fast and rapid charging.

For quicker charging (22 kW, even 43 kW and more), manufacturers have chosen two solutions:
1. Use the vehicle’s built-in charger, designed to charge from 3 to 43 kW at 230 V single-phase or 400 V three-phase.
2. Use an external charger, which converts AC current into DC current and charges the vehicle at 50 kW (e.g. Nissan Leaf) or more (e.g. 120-135 kW Tesla Model S).

Different charging modes:

Mode 1: Domestic socket and extension cord. The vehicle is connected to the power grid through standard socket-outlets present in residences, which depending on the country are usually rated at around 10 A. You are merely connecting a car to the mains using a wire, with no method of controlling current/voltage drawn or utilizing any extra safety features. The the electrical installation must comply with the safety regulations and must have an earthing system, a circuit breaker to protect against overload and an earth leakage protection. This is nowadays very rarely used option.

Mode 2: Domestic socket and cable with a protection device. Mode 2 cables build upon Mode 1 to provide more safety and control. The vehicle is typically still connected to the main power grid via normal household socket-outlets. Charging can be done via a single-phase or three-phase network. A protection device is built into the cable. They feature some inline circuitry to help communicate with the car and dictate how much current is being pumped into the battery pack – they try to set charging current to match the capabilities of the car and the electrical outlet type used for charging. Typical protective functionality provided are ground fault protection, current sensors which monitor the power consumed (maintain the connection only if the demand is within a predetermined range) and additional physical “sensor wires” which provide a feedback signal (SAE J1772 and IEC 62196 schemes).

Mode 3: Specific socket on a dedicated circuit. The vehicle is connected directly to the electrical network via specific socket and plug and a dedicated circuit. A control and protection function is also installed permanently in the installation. Mode 3 is when things start to get clever, allowing the car and charging point to talk to one another. What this means is that electric cars can instruct the charging point to turn off the power when the battery is fully charged and also allow the car to evaluate a charging point’s capacity – changing the speed with which the car will be charged. Typically, these are wall-box type units.

Mode 4: Direct current (DC) connection for fast recharging. The electric vehicle is connected to the main power grid through an external charger. Control and protection functions and the vehicle charging cable are installed permanently in the installation.

Electric Vehicle Charging – Part 1/2

Electric Vehicle Charging – Part 2/2

Cables and connectors for electronics vehicle charging can be confusing. There are many connector and cable types. Electric car charging cables aren’t as simple as you may expect. Not only are there multiple types of plugs and connectors but there are different modes of operation, too. Modes of operation are a little different to plug/connector design, as they affect what these are capable of. There is no set world-wide standard for all car makers to follow.

Charging cable and plug types article gives an overview of all relevant charging cable and plug types for electric mobility. Using the right combination of cables for your EV is needed to charge it properly and quickly.

Put simply, an electric car charging cable is made up of three parts: a connector which plugs into your car, a length of wire and another plug which connects into a power source. That’s applies to most of the charging cable except type 2. Those wire only cables do without any electronics or rely on larger electronics at both ends of the cable, such as a wall-box.

There are two types of charging cables for electric cars: The mode 2 charging cable and the mode 3 charging cable. The mode 2 charging cable that fits into any standard domestic socket. The mode 3 charging cable is the connection cable between the electric car and the charging station.

The mode 2 charging cable is on that is the one that usually delivered with the vehicle ex works and fits into any standard domestic socket.
Mode 2 charging uses a cable that has circuitry in between both ends of the cable. Communication between the charging connection and the electric car takes place via a box which, which acts as intermediary between the vehicle and the connection plug (ICCB, in-cable control box). In case of charging from normal mains plug, the box on the type 2 cable tells the car how much current it can take from the mains outlet and tries to disconnect mains power to car if something seems to be going wrong.

Having many types of different connectors in electrical vehicles can be a problem for users. The EU realiszed this and back in 2014 brought into effect legislation that stated all new plug-in vehicles and charging points must include a ‘Type 2′ charging connector. The IEC 62196 Type 2 connector (commonly referred to as mennekes) is used for charging electric cars within Europe. The connector is circular in shape, with a flattened top edge and originally specified for charging battery electric vehicles at 3–50 kilowatts. Electric power is provided as single-phase or three-phase alternating current (AC), or direct current (DC).

The connector contains seven contact places: two small and five larger. Two small contacts are used for communications. Communication takes place over the signalling pins between the charger, cable, and vehicle to ensure that the highest common denominator of voltage and current is selected. The large pins are used for power and ground connections somewhat differently depending on the charging mode.

Although an EU-wide agreement regarding a universal plug system exists, there are still some points to note if you are thinking of purchasing an electric car. For example, you will need the right charging cable if you want to charge your e-vehicle at home or at public charging points.

Types of Electric Car Charging Cables

Type 2 (Mode 3) cable explained

Charging Adapters

You might be interested to see what is inside those charging stations and charging cables. Here are videos to see what is inside different electrical car charging systems.

Inside an electric vehicle charger interface.

Delta Energy Systems 3.3kw Ev Charger teardown

eFIXX – Teardown – Whats inside a ROLEC Wallpod electric vehicle charger? (Rolec EV Charger)

Chinese Level 2 EV charger tear down

“Amazing-E EVSE” – Review and Look Inside

Aliexpress 32A (7kW) portable EV chargers ( EVSE ) Zencar, Khons

Ohme smart EV charging cable ( EVSE )

Here are some interesting news I saw today on my newsfeeds:

Sony introduced an electrical concept car prototype.

Finnish companies Bittium and Rightware show their talent for Android in cars.

Qt is showing newest HMI (Human-Machine-Interface) for cars (Qt for Android Automotive OS HMI) and Canatu shows touch controls.

Nvidia and Asus show computer monitors with 360 Hz (2.8 ms) refresh rate.

LG’s 8K and 4K OLED TVs at CES 2020

LG Display’s flexible screen first look at CES 2020

Sandisk shows that you can now fit 8 terabytes of storage to your pocket.

Pollen Robotics is selling an open-source platform designed for prototyping and research purposes. Take a look at Pollen Robotics Reachy hands-on at CES 2020

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Volvo proudly exclaim that: “few people have saved as many lives as Nils Bohlin”. 2019 is the 60th anniversary of Bohlin’s breakthrough idea used by billions of people: The 3-point safety belt has saved hundreds-of-thousands of lives and prevented or reduced the severity of injuries for millions of people.

Nils Bohlin is the little-known Volvo engineer who invented the V-type three-point safety belt in 1959, and saw his innovation through to universal adoption across the motor industry.

This reminds us that invention and innovation are not the same thing; the latter requires adoption to qualify, making innovation invariably risky.

It is hard now to imagine cars without safety belts.