Connectors & comms — Type 2/CCS (BS EN IEC 62196) and where ISO 15118 bidirectional begins
A plain V2L socket is the car acting as a standalone AC inverter — it sits outside the EV-charging mode framework and the ISO 15118 communication standards. The Type 2 connector (BS EN IEC 62196-2) is just the physical interface a V2L adapter plugs into; BS EN IEC 61851 defines the charging Modes 1–4 and the control pilot (which V2L does not use); and BS EN ISO 15118-20 is where true, communicating, bidirectional V2G/V2H begins — not classic V2L. Knowing where each standard starts and stops keeps the boundary honest.
In short
- Type 2 (BS EN IEC 62196-2) is the AC interface a V2L adapter plugs into; CCS Combo 2 (-3) is DC, for bidirectional V2X, not classic V2L.
- The coupler is a live, latched interface — not an ordinary plug to be pulled live.
- BS EN IEC 61851 defines charging Modes 1–4 and the control pilot — V2L sits outside these (it draws power out, not in).
- BS EN ISO 15118-20 (bidirectional power transfer) is where true V2G/V2H begins; a plain V2L socket does not use ISO 15118.
- Edition discipline: 62196-1:2026 is the current UK edition; 62196-2 / -3 UK readable at :2022, a :2026 Not confirmed; ISO 15118-20 UK published 30 Jun 2025; AFIR's 2026 requirement is 15118-2, not -20.
Where this stops: This positions V2L against the EV-charging standards. The fixed installation that any V2L feed connects to is competent-person work to BS 7671.
Some details below depend on sources still being verified against the published standard, so we mark them Not confirmed rather than guess:
- A UK BS EN IEC 62196-2:2026 or -3:2026 edition. Part 1 is now BS EN IEC 62196-1:2026 (current UK, BSI-verified 28 Feb 2026); Parts 2 and 3 readable UK remain :2022, with no accessible primary BSI :2026 page located — do not cite a -2:2026 or -3:2026 UK edition until BSI exposes one.
The connector is just the physical interface
Almost all V2L on European-market EVs comes out of the car's Type 2 port via an adapter (BS EN IEC 62196-2). The connector geometry and its rating bound how much backup power you can draw. Crucially, the coupler locks — it is a live, latched interface, not an ordinary domestic plug, and must not be casually unplugged under load.
V2L is outside the charging modes
BS EN IEC 61851 defines charging Modes 1–4 and the control-pilot handshake that confirms a safe connection before charging current flows. A V2L outlet draws power out of the vehicle, so it is not a control-pilot-mediated charging session — V2L sits outside the mode framework, and load protection comes from the vehicle inverter plus your downstream arrangement, not the EVSE control scheme.
What the diagram shows: Two arrangements. On the left, the grid and the EV/source are connected together (in parallel) — this engages ENA Engineering Recommendations G98/G99, so the DNO must be notified. On the right, a break-before-make changeover switch connects the load to either the grid OR the EV/source, never both together (islanded) — a source that can never run in parallel or export is generally treated as a load and sits outside G98/G99. Whether a given changeover genuinely prevents parallel operation is a design-and-test matter for the competent person and the DNO. The exact G98/G99 clause locators are Not confirmed pending the official PDFs. Legend (stated in words, not colour alone): L = line/live conductor; N = neutral; E/CPC = earth / circuit protective conductor.
Where ISO 15118 bidirectional begins
BS EN ISO 15118-20 specifies the communication for bidirectional power transfer — the backbone of true V2G/V2H through a communicating bidirectional charger. A plain V2L socket has no such handshake, so do not imply V2L equals ISO 15118. V2H readiness depends on both the car and the charger supporting Part 20, not just the car having a V2L socket.
AFIR date discipline
Pair the dates carefully: the EU AFIR 2026 requirement references ISO 15118-2 (the first generation); ISO 15118-20 is the 2027 requirement. AFIR is EU context, not a UK domestic-installation rule.
How this is made and proven compliant
- BS EN IEC 62196 (connectors), BS EN IEC 61851 (charging modes/control pilot), BS EN ISO 15118-20 (bidirectional comms)
- BS 7671 §722 for any fixed installation the V2L feed connects to
The connector/comms standards bound the vehicle-charger interface; the fixed installation a V2L feed connects to is competent-person work to BS 7671.
- Use a V2L adapter rated for the vehicle's Type 2 output
- Treat the coupler as a live, latched interface — never unplug under load
- Any fixed-wiring connection verified to BS 7671 §722 by a competent person
Confidence: Inference rolled up across the clauses cited above (the strictest state wins).
Frequently asked questions
Is my V2L socket the same as V2G?
No. A V2L socket is the car as a standalone AC inverter, with no grid handshake — outside ISO 15118. V2G is communicating, bidirectional export in parallel with the grid, which uses ISO 15118-20 and is DNO-notifiable.
Why can't I unplug the V2L adapter while it's running?
The Type 2 coupler is a live, latched interface designed not to be disconnected under load. Treat it like live equipment, not a domestic plug.
Which 62196 edition is current in the UK?
Part 1 is now BS EN IEC 62196-1:2026 (the current UK edition, BSI-verified 28 Feb 2026). Parts 2 and 3 readable UK remain at :2022; we do not cite a -2:2026 or -3:2026 UK edition until current BSI product pages confirm them.
- Last reviewed
- 15 June 2026
- Written against
- BS 7671:2018 + A4:2026
- Reviewed by
- Martin (qualified UK electrician)
- Next review due
- 14 December 2026
General information, not project-specific design advice. Standards are cited by reference only and never reproduced. How we source this.
References & sources (2)
- BS EN IEC 62196 series (connectors) — BSI — cited by reference only; Part 1 current UK :2026; Parts 2/3 UK :2022 with :2026 adoption not confirmed
- BS EN ISO 15118-20:2022 (bidirectional comms) — BSI