In the EV charging industry, manufacturers typically focus on core indicators such as cost, industrial design, structural safety (fire protection, IP rating, and electrical clearances), performance parameters (current and voltage accuracy), compatibility (adaptation to major OEMs), and protection functions (emergency stop and fault shutdown). However, insufficient attention is often paid to the consistency and compliance of vehicle-to-charger communication protocols, such as ISO 15118.

The root cause lies in the domestic regulatory framework. Taking China’s CCC certification system as an example, standards such as GB 39752 and GB 44263 reference GB/T 27930, “Digital Communication Protocol between Off-board Conductive Charger and Electric Vehicle,” and GB/T 34658, “Conformance Test of Communication Protocol between Off-board Conductive Charger and Battery Management System.” However, compliance with these communication protocols is not a mandatory requirement.

By contrast, when manufacturers turn their attention to the European Union market, communication protocol compliance becomes an unavoidable regulatory threshold. The ISO 15118 series has effectively become a “passport” for EV chargers entering Europe, backed by the binding legal force of EU regulations.

1 Mandatory EU Requirements: Communication Protocol Compliance as a Prerequisite for Market Entry

European charging standards have long made their position clear. IEC 61851-24:2014/2023, Annex C explicitly requires that high-level communication for DC charging stations comply with DIN SPEC 70121:2014 or ISO 15118-2:2014 (either one or both).

This requirement poses challenges for many Chinese and other non-EU EV charger manufacturers.

Differences in Physical Interfaces

Europe adopts the CCS2 (Combined Charging System 2) interface, where AC and DC charging share a single vehicle inlet. China, by contrast, uses GB System B, where AC and DC interfaces are separated.
This difference can be resolved by strictly following IEC 62196, which clearly defines physical dimensions and performance requirements. The technical difficulty here is relatively low.

Mainstream charging interfaces

Differences in Communication Methods — the Core Technical Barrier

This is the most critical challenge.

In the Chinese standard, the charging connector includes dedicated CAN+ and CAN- signal lines, and vehicle–charger communication is based on CAN bus communication.
In contrast, the European standard charging connector does not include CAN lines. Instead, it uses PLC (Power Line Communication), coupling high-frequency communication signals onto the 12 V, 1 kHz PWM signal transmitted between the CP and PE lines.

Compared with CAN communication, PLC-based protocol development is far more complex, and open-source reference materials are scarce. As a result, many charger manufacturers choose to purchase external SECC (Supply Equipment Communication Controller) modules. The charger’s internal control system packages charging information via CAN and sends it to the SECC, which then communicates with the vehicle’s EVCC (Electric Vehicle Communication Controller).

However, whether the SECC module is purchased or self-developed, this is only the first step. Once installed in the charger, it must still be demonstrated that the entire charging system, with the SECC integrated, complies with DIN SPEC 70121:2014 or ISO 15118-2:2014.

To reduce costs, many manufacturers choose to support only DIN SPEC 70121, as external SECC modules are cheaper and testing is less complex.

2 Key Differences Between DIN SPEC 70121 and the ISO 15118 Series

Today, supporting only DIN SPEC 70121 is no longer sufficient to meet the latest EU requirements.

In June 2025, the European Union issued COMMISSION DELEGATED REGULATION (EU) 2025/656, which supplements and amends REGULATION (EU) 2023/1804 on alternative fuels infrastructure.

REGULATION (EU) 2023/1804 is better known as the Alternative Fuels Infrastructure Regulation (AFIR). It is a key EU policy designed to accelerate the transition to zero-emission transport by addressing insufficient infrastructure for alternative fuels such as electricity and hydrogen. Its purpose is to mandate the deployment of charging and refueling infrastructure, reduce range and charging anxiety, and support the large-scale adoption of electric vehicles (EVs), fuel cell electric vehicles (FCEVs), and heavy-duty electric trucks.

Excerpt from COMMISSION DELEGATED REGULATION (EU) 2025:656

In simple terms, the EU has released a revised version of AFIR with full legal force. It is mandatory and directly applicable in all Member States.

Key Amendments Include:

From 8 January 2026:
All publicly accessible charging stations that are newly installed or refurbished—both AC and DC—must comply at least with EN ISO 15118-2:2016.
From 1 January 2027:
All publicly accessible, newly installed or refurbished charging stations—both AC and DC—must comply at least with EN ISO 15118-20:2022. If a charging station provides automatic authentication and authorization, such as Plug & Charge (PnC), it must comply with both EN ISO 15118-2:2016 and EN ISO 15118-20:2022.
From 1 January 2027:
For private charging points that are newly installed or refurbished:
- Mode 2 AC charging points must comply with EN IEC 61851-1:2019.
- Mode 3 AC chargers and Mode 4 DC chargers must comply with EN ISO 15118-20:2022.

Summary

After 2026, all newly installed or refurbished public DC chargers must comply with EN ISO 15118-2:2016.
After 2027, all newly installed or refurbished DC chargers and Mode 3 AC chargers must additionally comply with EN ISO 15118-20:2022.

Within the EV charger family, only Mode 2 IC-CPD (portable chargers, often called “granny chargers” in China) fall outside the scope of these requirements. In Europe, these typically do not exceed 3.7 kW.
According to REGULATION (EU) 2025/656, PWM control alone is sufficient for Mode 2 AC charging, and supporting ISO 15118-2 or -20 would not bring any additional value to the end user.

For Chinese charger manufacturers, this new regulation represents a significant technical barrier. Just after adapting to DIN SPEC 70121, they now face mandatory ISO 15118 support—first ISO 15118-2, then ISO 15118-20. Many companies seeking to enter Europe are unfamiliar with these standards and need to understand the differences and objectives behind DIN SPEC 70121, ISO 15118-2, and ISO 15118-20.

Why does Europe have so many communication standards between vehicles and chargers?

3 Evolution of the ISO 15118 Series: From Transitional Solution to Global Benchmark

The answer lies in historical development.

In the early 2010s, IEC TC69 and ISO TC22 began collaborating on the ISO 15118 series, aiming to unify communication between EVs and charging stations. However, the scope was broad and ambitious, resulting in long development cycles and delayed publication.

The market could not wait—especially German automakers, who wanted interoperable charging as soon as possible to gain market advantage. Industry stakeholders in Germany extracted the more mature elements under discussion in ISO 15118 and published a national standard under DIN.

DIN SPEC 70121 was released in 2012, updated in 2014
Its test specification DIN SPEC 70122:2018 was released in 2018

ISO 15118 eventually followed:

First edition released in 2013
Application-layer and testing standards released in 2014 and 2018

The first-generation ISO 15118 standards related to conductive charging include:

ISO 15118-1 – General requirements and use cases
ISO 15118-2 – Application layer protocol
ISO 15118-3 – Physical and data link layer
ISO 15118-4 – Application layer testing
ISO 15118-5 – Physical layer testing

DIN SPEC 70121:2014 can be seen as a simplified subset of ISO 15118-2 and ISO 15118-3. DIN SPEC 70121 supports DC charging only, whereas ISO 15118-1 to -5 support both AC and DC, TLS encryption, Plug & Charge, and smart charging.

In 2022, the second-generation standard ISO 15118-20:2022 was released. Compared with ISO 15118-2, it adds support for:

TLS 1.3 encryption
V2G (Vehicle-to-Grid)
WPT (Wireless Power Transfer)
ACD (Automatic Connection Devices)

Corresponding test standards include:

ISO 15118-21 – Common tests
ISO 15118-23 – DC-specific tests
ISO 15118-22 – AC-specific tests (not yet published)
ISO 15118-24 – ACD-specific tests (not yet published)
ISO 15118-25 – WPT-specific tests (not yet published)

Originally, DIN SPEC 70121 was intended as a temporary solution until ISO 15118 was ready. Yet in real-world deployments, even when both vehicle and charger support DIN SPEC 70121 and ISO 15118, DIN SPEC 70121 still dominates. Beyond its first-mover advantage, the key reason is the lack of demand for advanced features such as TLS, PnC, V2G, and WPT.

So why does the new AFIR revision mandate full ISO 15118-2 and ISO 15118-20 support?

4 The Deeper Logic Behind the EU’s Mandatory Adoption of ISO 15118

The European Commission’s motivation is rooted in industrial policy.

The Alternative Fuels Infrastructure Directive (2014/94/EU), issued in 2014, was initially only a directive—not a regulation. Directives define goals but not quantified requirements, allowing Member States to decide how to implement them.

For example, the directive required “adequate coverage density” of charging and hydrogen stations, without specifying numbers. This led to fragmented and uneven infrastructure development across Europe. Countries with strong EV adoption invested heavily, while others lagged behind.

In recent years, EV adoption has surged globally (China’s EV penetration has exceeded 50%), while Europe has suffered from inadequate infrastructure and complex charging experiences—hindering the transition to zero-carbon transport.

DIN SPEC 70121 remaining the dominant protocol is evidence of this stagnation.

Recognizing the risk of missing its 2050 decarbonization targets and falling behind in automotive and distributed energy competition, the EU upgraded the directive to a binding regulation in 2023: REGULATION (EU) 2023/1804 (AFIR).

Quantified Targets:

By 2025:
Charging stations every 60 km, each with at least 400 kW total power, including at least one charger ≥ 150 kW.
By 2027:
Total power increased to 600 kW, again with at least one charger ≥ 150 kW.

After defining quantity and power, the next step was user experience—such as Plug & Charge, enabling automatic authentication and billing without cards, QR codes, or screens.

REGULATION (EU) 2025/656 further requires:

Physical interfaces compliant with IEC 62196-2:2022 and IEC 62196-3:2022
Communication compliant with ISO 15118-2:2016 and ISO 15118-20:2022

By mandating ISO 15118-20 for all AC and DC chargers from 2027, the EU aims to enable grid-level dispatch and coordination. EV batteries, like distributed energy storage systems, can support frequency regulation, peak shaving, and voltage support through controlled charging and discharging.

ISO 15118-20 clearly reflects the EU’s strategy of integrating EVs deeply into the power grid. EVs are no longer just vehicles—they are distributed energy storage units within a smart grid. Charging stations serve as the bridge enabling bidirectional energy flow between vehicles and the grid.

DIN SPEC 70121, being a German national standard with limited functionality (no encryption, no PnC), cannot meet the EU’s goals of a unified market, improved user experience, and grid coordination—hence its exclusion from mandatory EU standards.

Additionally, wireless charging and robotic ACD charging, supported by ISO 15118-20, are key future directions—especially for autonomous vehicles requiring fully unattended charging.

5 Compliance Challenges and Strategies for Chinese Charger Manufacturers Going Global

In summary, the 2025 revision of AFIR demonstrates the EU’s determination to accelerate alternative fuel infrastructure deployment. Mandatory enforcement begins as early as early 2026, just six months after publication.

AFIR monitoring website screenshots

The EU’s monitoring platform publicly tracks infrastructure deployment. Member States that fail to comply face penalties, including substantial fines.

European countries have already responded:

France expanded eco-bonuses for private EV purchases in November 2025
Germany released its 2030 charging infrastructure master plan, fully aligned with AFIR
Italy, driven by subsidy vouchers, saw BEV market share rise to 12.2% in November 2025
Cyprus announced a €4.5 million investment to promote e-mobility

Automakers are also moving toward ISO 15118-20 compliance:

BMW iX3 (2026) will fully support V2G
Hyundai IONIQ plans ISO 15118-20 compliance by 2026
Mercedes-Benz EQS and Volkswagen ID series are following suit

The EU’s new energy infrastructure development has entered a critical phase. The ISO 15118 series is no longer optional—it is a mandatory requirement for EV charger manufacturers entering the EU market.

Chinese manufacturers must seize this regulatory transition window, rapidly complete technological upgrades and compliance certification, and secure a competitive position in the global energy industry.

6 Implications for Global EV Charger Manufacturers

Regardless of region, manufacturers developing new platforms today must assume that:

ISO 15118 compliance will be required during the product lifecycle
Retrofits and protocol upgrades are costly and risky
System architecture decisions made today determine future certification viability

Key strategic considerations include:

Designing communication architecture around ISO 15118 from the outset
Ensuring hardware supports PLC, cybersecurity, and future updates
Planning for system-level conformance testing—not just module testing
Aligning product roadmaps with evolving regulations and grid requirements

7 Beyond Compliance: ISO 15118 as a Competitive Advantage

Manufacturers that implement ISO 15118 early gain more than regulatory compliance:

Faster access to regulated markets
Readiness for Plug & Charge ecosystems
Compatibility with smart grids and V2G pilots
Stronger positioning with OEMs, utilities, and operators

As EV infrastructure transitions from deployment to optimization, chargers that cannot communicate securely and intelligently will become obsolete.

8 Conclusion

ISO 15118 represents a shift in how EV charging infrastructure is defined—from hardware-centric to system-centric, from isolated devices to networked energy nodes.

For global EV charger manufacturers, the question is no longer whether ISO 15118 will matter, but how quickly it can be integrated into products, processes, and compliance strategies.

Those who act early will shape the next generation of EV infrastructure.
Those who delay will be forced to catch up—at significantly higher cost.

Key References and Regulatory Sources

Technical Standards:

IEC 61851-1:2017 – Electric vehicle conductive charging system – Part 1: General requirements
IEC 61851-23:2014 – DC electric vehicle charging station
IEC 61851-24:2014 – Digital communication between a DC EV charging station and an electric vehicle for control of DC charging
ISO 15118-1:2013 – Road vehicles — Vehicle to grid communication interface – Part 1: General information and use-case definition
ISO 15118-2:2014 – Network and application protocol requirements
ISO 15118-20:2022 – 2nd generation network and application protocol requirements
DIN 70121:2014 – Digital communication between a DC EV charging station and an electric vehicle for control of DC charging
GB/T 27930-2016 – Communication protocols between off-board conductive charger and electric vehicle for energy storage system

EU Regulations and Directives:

Commission Delegated Regulation (EU) 2025/656 (April 2, 2025) – Amending standards for alternative fuel infrastructure.
Regulation (EU) 2023/1804 (September 13, 2023) – On the deployment of alternative fuels infrastructure (AFIR).
Directive 2014/94/EU (October 22, 2014) – On the deployment of alternative fuels infrastructure (DAFI).

Industry Policy and Market Observation:

TENtec Interactive Map Viewer – Exploring the Trans-European Transport Network (TEN-T) infrastructure.
European Alternative Fuels Observatory (EAFO):
- Cyprus: New €4.5 million subsidy scheme to promote electric mobility.
- Italy: EV market share surges to 12.2% in November.
- Germany: Presentation of the 2030 Masterplan for Charging Infrastructure.

How BESSUN Supports Global EV Charger Manufacturers

As a specialized EV charging technology company, BESSUN helps global EV charger manufacturers bridge the gap between regulatory requirements and practical implementation.

BESSUN provides EV charging interfaces and cable solutions engineered to support:

CCS2, Type 2, and DC fast-charging architectures
PLC communication environments required by ISO 15118
Long-term reliability under high current and high duty-cycle operation

All BESSUN products are designed and manufactured in accordance with IEC 61851 and IEC 62196, providing a robust and standards-compliant hardware foundation for ISO 15118 system-level compliance.