CROSS-STANDARD public interest · EV charger
China-to-Belgium EV Charger Compliance Gap Matrix
AI-compiled from official public sources — cross-checked by multiple AI models, not human-verified. Informational only; see disclaimer. Public-interest, source-linked comparison of common China EV charger documentation against Belgium (NBN / CREG / Elia) and EU CE framework expectations, including IEC 61851, IEC 62196-2 Type 2/CCS2 compatibility, electrical protection-device requirements, national installation rules, and AFIR obligations. Regional regulators VREG (Flanders), CWaPE (Wallonia), and BRUGEL (Brussels) each apply distribution-network connection rules, and Dutch/French-language documentation is commonly required.
Dataset 2026-06-11
Last verified 2026-06-15
12 rows
GAP MATRIX
Compliance Gap Matrix
| Compliance item | Common China baseline | Belgium (NBN / CREG / Elia) | Gap / action | Source + verification date |
|---|---|---|---|---|
| AC Charging Connector Standard (Type 2) | China uses GB/T 20234.2 for AC charging, which defines a physically distinct 7-pin connector incompatible with IEC Type 2. GB/T plugs cannot mate with EU Type 2 sockets.GB/T 20234.2-2015 (AC EV charging connector, China) | EU public AC recharging points are subject to AFIR (Regulation (EU) 2023/1804) requirements for connector availability. AFIR Annex II specifies Type 2 for normal-power AC recharging points. IEC/EN 62196-2 describes the Type 2 technical connector design; the legal obligation is AFIR, while the IEC/EN standard is the technical specification route. Belgium has among the highest public EV charging densities in the EU, particularly in Flanders (Fluvius charging deployment targets) and on motorways, and AFIR connector compliance is strictly enforced.IEC 62196-2 (Type 2 AC connector) EN 62196-2 Regulation (EU) 2023/1804 (AFIR), Art. 4 Directive 2014/94/EU (AFID) [superseded by AFIR] |
Hardware connector is physically incompatible. A Chinese EV or EVSE designed only around a GB/T AC interface cannot interoperate with EU public Type 2 AC infrastructure without a physical inlet/socket and control-interface redesign. The connector body, pin count, and locking mechanism all differ. Any adapter strategy for public infrastructure must be checked against AFIR and local safety rules rather than treated as a substitute for compliant connector design. Belgium's high charging infrastructure density makes this incompatibility a practical barrier to market entry.[INFORMATIONAL] Non-compliant for EU public charging interoperability as-is if the product only supports GB/T AC. EU public AC infrastructure must meet AFIR connector requirements, and IEC/EN 62196-2 Type 2 is the technical specification used for that route. GB/T AC interfaces are not a substitute for AFIR-compliant Type 2 compatibility. This applies fully to Belgium. | Bureau for Standardisation (NBN)2026-06-15 · reference |
| DC Fast-Charging Connector Standard (CCS Combo 2) | China uses GB/T 20234.3 for DC fast charging, defining a physically distinct 9-pin connector (CHAdeMO-influenced design) incompatible with CCS Combo 2. The pin layout, communication protocol (CAN vs. PLC), and inlet shape all differ.GB/T 20234.3-2023 (DC EV charging connector, China) | EU public DC recharging points are subject to AFIR (Regulation (EU) 2023/1804) requirements for connector availability. AFIR Annex II specifies Combo 2 for high-power DC recharging points. IEC/EN 62196-3 describes the CCS Combo 2 technical connector design; the legal obligation is AFIR, while the IEC/EN standard is the technical specification route. Belgium's TEN-T network fast-charging obligations under AFIR are actively being deployed across Belgian motorways and urban hubs.IEC 62196-3 (CCS Combo 2 DC connector) EN 62196-3 Regulation (EU) 2023/1804 (AFIR), Art. 4 & Annex II Directive 2014/94/EU (AFID) [superseded] |
Hardware connector is physically incompatible. Chinese EVs or EVSE with only a GB/T DC interface cannot fast-charge at EU CCS2 public stations without hardware and communication-stack redesign. The vehicle/charger communication stack (GB/T 27930 CAN vs. ISO 15118 / DIN 70121 PLC pathways in common EU CCS practice) also differs, compounding the incompatibility beyond the physical plug. Any adapter strategy for public infrastructure must be checked against AFIR and local Belgian safety rules.[INFORMATIONAL] Non-compliant for EU public DC charging interoperability as-is if the product only supports GB/T DC. EU public DC infrastructure must meet AFIR connector requirements, and IEC/EN 62196-3 CCS Combo 2 is the technical specification used for that route. GB/T DC interfaces are not a substitute for AFIR-compliant Combo 2 compatibility. This applies fully to Belgium. | Bureau for Standardisation (NBN)2026-06-15 · reference |
| Legal Mandate: AFIR vs. AFID and Transition Timeline | China's equivalent policy mandate is GB/T 20234 series (enforced via MIIT type-approval). No bilateral connector recognition or mutual acceptance agreement exists between China GB/T and EU IEC 62196 standards. (Confirmed: no bilateral connector or certification mutual recognition treaty between CN GB/T 20234 and EU IEC 62196 has been concluded as of June 2026.)GB/T 20234.1-2023 (general requirements) GB/T 20234.2-2015 (AC) GB/T 20234.3-2023 (DC) MIIT EV type-approval requirements (China) |
Regulation (EU) 2023/1804 (AFIR) replaced Directive 2014/94/EU (AFID) with binding targets. AFIR entered into force 13 April 2024. New public charging pools must comply from that date; all existing pools must be upgraded to Type 2 / CCS2 by 2025–2026 depending on power level. AFIR is directly applicable in all EU member states without transposition. Belgium as an EU member state is fully subject to AFIR. Belgian federal and regional authorities implement AFIR through mobility and energy policy at both federal (FPS Mobility) and regional (Flanders, Wallonia, Brussels) levels.Regulation (EU) 2023/1804 (AFIR) — OJ L 2023/1804, 22 Sep 2023 Directive 2014/94/EU (AFID) [superseded] |
No harmonisation or mutual recognition between GB/T and IEC 62196 series. AFIR is a binding EU Regulation (not a Directive), meaning no member-state flexibility to accept GB/T connectors. Any EV destined for the Belgian/EU market must carry Type 2 (AC) and CCS Combo 2 (DC) inlets as a hard market-entry requirement.[INFORMATIONAL] Non-compliant as-is for EU/Belgian public charging infrastructure where a product relies on Chinese GB/T connectors only. AFIR creates the binding EU obligation for in-scope public infrastructure; Type 2 / Combo 2 technical compatibility is the practical redesign item. This is a product and infrastructure interoperability gap, not merely a documentation gap. | Bureau for Standardisation (NBN)2026-06-15 · reference |
| Belgian Elia/DSO Grid Connection — 230/400 V 50 Hz and Regional DSO Rules | China domestic charger installations are commonly documented under GB/T 18487.1-2023, GB/T 20234 connector standards, GB/T 27930-2023 for DC communication, and local grid-operator acceptance. China domestic supply is 220 V single-phase / 380 V three-phase at 50 Hz. The shared 50 Hz frequency does not mean voltage equivalence: Belgian 230/400 V requires input-voltage, protection-threshold, thermal, and metering validation beyond the China baseline. Chinese domestic grid-operator acceptance documentation is not accepted as evidence of compliance with Fluvius, ORES, RESA, or Elia Belgian connection standards.GB/T 18487.1-2023 GB/T 20234.2-2015 GB/T 20234.3-2023 GB/T 27930-2023 China local grid operator project-acceptance requirements |
Belgium electricity supply at the transmission level is operated by Elia (TSO), with federal regulation by CREG. At the distribution level, Fluvius operates in Flanders and Brussels Capital Region, ORES operates in Wallonia (excluding Liège area where RESA applies), and RESA operates in the Liège area. The low-voltage context is 230 V single-phase / 400 V three-phase at 50 Hz. That is the same frequency as China but a different nominal voltage from China's 220/380 V baseline. Grid-connected charger projects should be treated as site-specific electrical installations requiring DSO supply-capacity review, protection coordination, metering, earthing, harmonic and power-quality review, commissioning, and written project acceptance before energisation. Belgian DSOs typically require project documentation in Dutch (Fluvius — Flanders/Brussels) or French (ORES/RESA — Wallonia).Elia technical regulations for connection to the high-voltage grid (C10/11) — Belgium Fluvius grid-connection technical rules and project-acceptance procedures (Flanders / Brussels Capital Region) ORES grid-connection technical rules (Wallonia, excluding Liège area) RESA grid-connection technical rules (Liège area, Wallonia) IEC 61000 series — electromagnetic compatibility and power quality IEC 61851-1 — EV conductive charging system general requirements |
Exporters must confirm that the charger covers 230 V single-phase / 400 V three-phase at 50 Hz, not only China's 220/380 V settings. Protection thresholds, leakage-current devices, metering accuracy, harmonic emissions, supply-capacity calculations, earthing, surge protection, and commissioning documents should be prepared for the relevant Belgian DSO (Fluvius, ORES, or RESA) review. Belgian DSOs require project documentation in Dutch (Fluvius) or French (ORES/RESA). Smart charging and demand response functionality required by Belgian grid operators and CREG may also need to be configured and tested. For large commercial installations, Elia coordination may also be required.[INFORMATIONAL] Belgium-ready EVSE needs Fluvius/ORES/RESA (or Elia for high-voltage) project acceptance and explicit 230/400 V 50 Hz validation. Do not describe the voltage as matching China: only the 50 Hz frequency matches, while nominal voltage differs from China's 220/380 V baseline. Documentation must be prepared in Dutch for Fluvius connections (Flanders/Brussels) or in French for ORES/RESA connections (Wallonia). Verify current Belgian DSO and CREG grid-connection requirements directly before shipment or commissioning. | Elia (Belgian Transmission System Operator)2026-06-15 · reference |
| CE Conformity Assessment — LVD, EMC, RED (if wireless) | In China, EV chargers require China Compulsory Certification (CCC) under the GB/T and GB standards regime. Key standards include GB/T 18487.1 (AC charging system) and GB/T 20234 series (connectors). CCC is a mandatory third-party certification through designated bodies (CABs); it does not involve self-declaration and is structurally different from CE's conformity-based model.GB/T 18487.1-2015 (AC EV charging system) GB/T 20234.1-2023 (general requirements for connectors) GB/T 20234.2-2015 (AC charging interface) GB/T 20234.3-2023 (DC charging interface) CCC certification (CNCA mandatory) |
EV chargers sold in the EU including Belgium must bear the CE marking, demonstrating conformity with all applicable EU legislation. Wired AC/DC chargers typically fall under LVD (2014/35/EU) and EMC Directive (2014/30/EU); chargers with wireless communication (e.g., Wi-Fi, Bluetooth for smart charging) additionally require conformity with RED (2014/53/EU). Conformity is generally established by manufacturer self-declaration supported by a technical file. Harmonised EN standards are voluntary routes to presumption of conformity, not mandatory legal requirements in themselves. Belgian market surveillance is conducted by the FPS Economy (SPF Économie / FOD Economie).Directive 2014/35/EU (LVD) Directive 2014/30/EU (EMCD) Directive 2014/53/EU (RED) EN 61851-1 (AC EV charging) EN IEC 61851-21-2 (EMC for off-board EV chargers) EN 55032 / EN 55035 (EMC emissions/immunity) |
Chinese manufacturers must obtain CE marking via EU-recognised conformity assessment routes (self-declaration under harmonised EN standards or notified-body involvement for certain RED equipment). CCC certification is not recognised in the EU and does not substitute for CE. Manufacturers must generate EU-specific technical documentation, test reports referencing EN standards, and an EU Declaration of Conformity — none of which are produced as part of the CCC process. For the Belgian market, technical documentation and user instructions must typically be available in Dutch and/or French.[INFORMATIONAL] CE marking is mandatory before placing EV chargers on the Belgian or EU market. CCC does not substitute for CE. Manufacturers must independently build EU technical files and, for wireless-enabled chargers, ensure RED compliance where applicable. Harmonised EN standards may support presumption of conformity but are not the mandatory legal obligation themselves. Technical documentation in Dutch and/or French is practically required for the Belgian market. | Commission for Electricity and Gas Regulation (CREG)2026-06-15 · reference |
| EU Declaration of Conformity (DoC) and Technical File | Under the Chinese CCC regime, the equivalent documentary output is the CCC certificate issued by the designated certification body, accompanied by type-test reports. There is no manufacturer self-declaration equivalent to the EU DoC; the certificate is issued by a third party. Post-certificate, manufacturers must maintain a production consistency system audited periodically by the CAB.CNCA-C25-01:2024 (CCC implementation rules for EV charging equipment — effective 1 March 2025, supersedes any prior voluntary-only scheme; issued CNCA Announcement No. 25/2024) Measures for the Administration of Compulsory Product Certification (SAMR 2020) |
Before placing a product on the EU market including Belgium, the manufacturer (or its EU authorised representative) must draw up an EU Declaration of Conformity (DoC) listing all applicable directives and the harmonised standards applied, and must compile and retain a technical file for at least 10 years. The DoC must be made available to market surveillance authorities on request. In Belgium, the FPS Economy (SPF Économie / FOD Economie) is the primary market surveillance authority for CE-marked electrical products. Requirements are set out in each applicable directive (LVD Art. 15, EMCD Art. 14, RED Art. 19) and in Decision 768/2008/EC (modular conformity assessment).Directive 2014/35/EU Art. 15 (LVD DoC) Directive 2014/30/EU Art. 14 (EMCD DoC) Directive 2014/53/EU Art. 19 (RED DoC) Decision 768/2008/EC (modular conformity assessment framework) |
Chinese manufacturers exporting to Belgium/EU must create an EU-format DoC from scratch — listing each applicable EU directive, the specific harmonised standards applied, the manufacturer's name and address (or EU authorised representative's), and a traceable signatory. The CCC certificate neither replaces nor simplifies this; test data generated for CCC may be re-used only if it was produced against equivalent EN test methods, which requires engineering review. For Belgium, the DoC may need to reference the applicable Belgian regional contact or be accompanied by documentation in Dutch and/or French.[INFORMATIONAL] An EU DoC is a legal document that manufacturers or their EU representatives must sign and retain. It cannot be delegated to a test lab or certification body. Chinese exporters with only CCC documentation must draft the DoC in-house or engage an EU-based compliance consultant. For Belgium, consider whether Dutch and/or French language versions of user documentation are required by Belgian installers or DSOs. | Commission for Electricity and Gas Regulation (CREG)2026-06-15 · reference |
| EU Economic Operator / Authorised Representative — Regulation (EU) 2019/1020 | China has no direct regulatory equivalent requiring a domestic responsible operator for export-bound products. Chinese manufacturers exporting abroad appoint foreign distributors or agents commercially, but there is no statutory requirement to designate an EU-resident legal representative responsible for CE compliance and market surveillance cooperation.N/A — no direct Chinese equivalent | Regulation (EU) 2019/1020 on market surveillance and product compliance requires that products placed on the EU market have an identifiable 'responsible economic operator' established in the EU. For products manufactured outside the EU, this means the importer or, if no EU importer, a mandated EU authorised representative (Art. 4). The responsible operator must: hold the DoC and technical file or ensure they are accessible; register in RAPEX/ICSMS where required; cooperate with market surveillance authorities; and take corrective action if a product is non-compliant. This obligation applies to EV chargers as CE-marked electrical equipment. In Belgium, the FPS Economy enforces product compliance and can withdraw non-compliant CE-marked products from the market.Regulation (EU) 2019/1020, Art. 4 (responsible economic operator) Regulation (EU) 2019/1020, Art. 5 (obligations of importers) Regulation (EU) 2019/1020, Art. 8 (market surveillance obligations) |
This is a structural gap with no Chinese regulatory analogue. A Chinese EV charger manufacturer shipping directly to Belgian customers (e.g., via e-commerce) must appoint an EU-established authorised representative before the first unit enters the EU market. Without one, the product cannot legally be placed on the EU/Belgian market under Regulation 2019/1020. The AR must be named on the product label or documentation. The Belgian importer, if one exists, typically fills this role; if not, a dedicated EU AR service must be engaged.[INFORMATIONAL] Chinese manufacturers without an EU importer must appoint an EU-established authorised representative. This is a hard legal gate under Regulation 2019/1020 — no EU AR means the product cannot lawfully enter the EU/Belgian market, regardless of CE marking status. Belgian market surveillance (FPS Economy) actively enforces this requirement. | Commission for Electricity and Gas Regulation (CREG)2026-06-15 · reference |
| AFIR — Public EV Charging: Ad-hoc Payment, Interoperability and Technical Specifications | China has no direct regulatory equivalent to AFIR's functional public-charging requirements. The closest standards are GB/T 34658 (interoperability requirements) and NB/T 33025 (communication protocols for EV charging), plus GB/T 27930 (DC charging communication). Chinese public chargers are increasingly connected via operator platforms (e.g., State Grid, Southern Grid, TELD), but AFIR-equivalent ad-hoc payment, data-access, smart recharging and EU connector requirements are not mandated by Chinese regulation.GB/T 34658-2017 (EV conductive charging interoperability requirements) NB/T 33025-2016 (EV DC charging communication protocol — EVSE side) GB/T 27930-2015 (communication protocol between off-board charger and BMS) |
Regulation (EU) 2023/1804 (AFIR) mandates functional requirements for publicly accessible EV recharging points. AFIR-confirmed requirements include: (1) ad-hoc charging without a subscription or contract, with the payment instruments required by AFIR for relevant publicly accessible recharging points; (2) transparent price information before a charging session starts; (3) digital connectivity, smart recharging capability, static data and dynamic data obligations for publicly accessible infrastructure; (4) AFIR Annex II technical specifications for publicly accessible recharging points, including Type 2 for normal-power AC recharging points and Combo 2 for high-power DC recharging points; and (5) TEN-T deployment targets for recharging pools. AFIR replaces Directive 2014/94/EU (AFID). Belgium's federal and regional mobility authorities actively monitor AFIR implementation, and Fluvius in Flanders has specific smart-charging interoperability requirements for grid-integrated EV charging.Regulation (EU) 2023/1804 (AFIR) — full text AFIR Annex II (technical specifications for publicly accessible recharging points) |
Significant functional gap for public charging deployments in Belgium: (1) ad-hoc payment functionality may need to be added for EU/Belgian public deployments; (2) digital connectivity, smart recharging, data-access and roaming/data exchange obligations may differ from proprietary Chinese operator platforms; (3) AFIR Annex II connector specifications differ from Chinese GB/T connector practice; (4) Fluvius (Flanders) may impose additional smart-charging and grid-interoperability requirements for DSO-connected chargers beyond the AFIR baseline. These AFIR requirements apply primarily to charge point operators (CPOs), but hardware and software capability must be available at installation.[INFORMATIONAL] AFIR introduces functional requirements for publicly accessible charging points in Belgium, including ad-hoc payment, price transparency, digital connectivity, smart recharging, data obligations and Annex II connector specifications. Chinese charger hardware intended for Belgian public deployment must be verified for AFIR compliance before installation. Fluvius smart-charging and grid-interoperability requirements should also be confirmed for Flanders/Brussels installations. | Commission for Electricity and Gas Regulation (CREG)2026-06-15 · reference |
| OCPP, EMC, Radio Modules, and Power Quality for Belgium | China DC fast chargers commonly use GB/T 27930-2023 CAN communication between the off-board charger and vehicle BMS. This is not OCPP back-office communication and is not the CCS2 communication direction. China-market chargers may also include China-specific payment, SIM, cloud, and operator integrations that need reconfiguration for Belgian operators, OCPP, EU payment systems, local language (Dutch/French), currency (EUR), and data interfaces. Radio modules included in Chinese chargers for the Chinese market may hold Chinese MIIT type-approval which is not recognised in Belgium; re-approval under BIPT/IBPT or RED conformity assessment is required.GB/T 27930-2023 GB/T 18487.1-2023 China operator-specific back-office protocols Chinese MIIT radio module approvals (not recognised in Belgium — RED conformity or BIPT/IBPT re-approval required) |
Networked EV chargers in Belgium should be specified for OCPP back-office interoperability where a charge-point operator, fleet operator, public-sector project, or Fluvius/ORES/RESA/Elia-linked programme requires remote monitoring, billing, diagnostics, or load management. Electrical and electronic emissions and immunity evidence should align with EU EMC Directive 2014/30/EU and IEC 61000 EMC and power-quality standards. Cellular, Wi-Fi, RFID, payment, or smart-metering modules may trigger additional communications, spectrum, cybersecurity, and data-interface checks under EU RED 2014/53/EU and project or Belgian national requirements. Fluvius (Flanders) has specific requirements for smart-charging interfaces enabling demand-response integration with the distribution network.OCPP — Open Charge Point Protocol for networked EV chargers IEC 61000 series — electromagnetic compatibility and power quality IEC 61851-24 — digital communication between DC EV charging station and EV EU EMC Directive 2014/30/EU EU Radio Equipment Directive 2014/53/EU (where wireless modules are present) Belgian Institute for Postal Services and Telecommunications (BIPT/IBPT) — spectrum and radio module approval requirements for Belgium Fluvius smart-charging interoperability requirements for demand response (Flanders/Brussels) |
Exporters must confirm the OCPP version, charge-point-management-system integration, remote diagnostics, load management, payment or RFID flow, SIM or communications module approval path (BIPT/IBPT for Belgian spectrum/radio type-approval, or RED conformity), and IEC 61000 EMC reports for the final Belgian configuration. For DC CCS2 products, GB/T 27930 must not be presented as the relevant communication evidence. Harmonic current and immunity data should be reviewed against the specific Belgian DSO supply point constraints. User interface and documentation must address Dutch and/or French language requirements for Belgium. Fluvius smart-charging API or interoperability requirements may impose additional software integration work for Flanders/Brussels deployments.[INFORMATIONAL] Belgian networked chargers should be validated for OCPP integration, EU EMC Directive and IEC 61000 EMC and power quality compliance, EU RED conformity for wireless modules, BIPT/IBPT radio module approval where applicable, Dutch and/or French user interface and documentation, and Fluvius smart-charging interoperability for Flanders/Brussels deployments. GB/T 27930 alone does not satisfy OCPP, CCS2 communication, or back-office interoperability needs. | Bureau for Standardisation (NBN)2026-06-15 · reference |
| Low Voltage Safety — EV Charging Equipment (General) | China commonly references GB/T 18487.1-2015 (Electric vehicle conductive charging system — General requirements), which is technically aligned with IEC 61851-1 but incorporates national deviations. It is enforced under the GB framework administered by SAMR/SAC. GB/T 18487.1 testing and certification by a Chinese CNAS-accredited lab is NOT recognised as equivalent to EN IEC 61851-1 testing under the EU LVD conformity assessment pathway.GB/T 18487.1-2015 — Electric vehicle conductive charging system — General requirements (SAMR/SAC) | EV charging equipment placed on the EU market including Belgium must comply with the Low Voltage Directive 2014/35/EU, ensuring it is designed and manufactured to be safe when correctly installed and maintained. Equipment must meet the Essential Safety Requirements (Annex I) covering protection against electric shock, insulation, overcurrent/overtemperature protection, and clearances. Harmonised standard EN IEC 61851-1:2019 (Mode 1–4 conductive charging, AC and DC, general requirements) provides a presumption of conformity. Belgian market surveillance is conducted by the FPS Economy (SPF Économie / FOD Economie), which enforces LVD compliance for CE-marked products on the Belgian market.Directive 2014/35/EU (Low Voltage Directive) EN IEC 61851-1:2019 — Electric vehicle conductive charging system — Part 1: General requirements |
Exporters should build an EU conformity file against the LVD essential safety requirements and may use EN IEC 61851-1:2019 testing as evidence for presumption of conformity. Existing Chinese GB/T 18487.1 test reports do not automatically substitute because scope, deviations, connector assumptions and documentation differ. A Notified Body is not mandatory for LVD; manufacturer self-declaration with a Technical File is the normal route. Documentation gap: EU Declaration of Conformity, CE marking, and technical instructions in Dutch and/or French are required for the Belgian market. Belgian FPS Economy market surveillance can request the DoC and technical file at any time.[INFORMATIONAL] CE marking under LVD 2014/35/EU is mandatory before placing EV chargers on the Belgian market. EN IEC 61851-1:2019 is a voluntary harmonised standard that can grant presumption of conformity for general EV conductive charging; it is not the legal obligation itself. Chinese GB/T 18487.1 certification does not by itself satisfy the EU conformity assessment pathway; EU evidence against the LVD requirements is needed. Technical instructions in Dutch and/or French are required for Belgium. | Bureau for Standardisation (NBN)2026-06-15 · reference |
| DC Charging Station Safety — EV Conductive Charging | China's DC charging station domestic equivalent is GB/T 18487.3-2001 (AC/DC electric vehicle charging station — the only published Part 3 of the 18487 series; note: a GB/T 18487.3-2015 does not exist). The current DC system standard is GB/T 18487.5-2024 (DC charging system for GB/T 20234.3 connector). The DC coupler standard is GB/T 20234.3-2023. CQC or CNAS certification to these Chinese standards is not accepted under the EU LVD CE marking pathway.GB/T 18487.3-2001 — Electric vehicle conductive charging system — AC/DC electric vehicle charging station (only published edition; no 2015 revision exists) GB/T 18487.5-2024 — Electric vehicle conductive charging system — Part 5: DC charging system for GB/T 20234.3 (current DC system standard) GB/T 20234.3-2023 — Connection set for conductive charging of electric vehicles — Part 3: DC charging coupler (supersedes 2015 edition) |
DC charging stations (Mode 4, off-board chargers) placed on the EU market including Belgium must comply with the Low Voltage Directive 2014/35/EU where within scope. EN IEC 61851-23:2023 (Electric vehicle conductive charging system — Part 23: DC EV charging station) is a current product standard that may be used as technical evidence and, where cited as harmonised, gives presumption of conformity; it is not itself the mandatory legal obligation. Key technical topics include isolation monitoring, interlock systems, control pilot functions, maximum voltage/current ratings, and communication protocols for DC supply.EN IEC 61851-23:2023 — Electric vehicle conductive charging system — Part 23: DC EV charging station (current edition, supersedes 2014) Directive 2014/35/EU (Low Voltage Directive) |
DC charging stations exported to Belgium should be assessed against the LVD essential safety requirements and may use EN IEC 61851-23:2023 testing as presumption-of-conformity evidence where applicable. Particular attention is needed for: (1) CCS2 (Combined Charging System Type 2) connector compliance vs. Chinese GB/T connector — a hardware redesign gap; (2) isolation monitoring requirements per European grid topology; and (3) CHAdeMO or CCS2 communication protocol compatibility. The connector type itself is a hardware gap — Chinese DC stations typically use GB/T 20234.3 plugs, which are not CCS2 or CHAdeMO compatible without hardware redesign. Belgian DSO connection (Fluvius/ORES/RESA) also requires commissioning documentation typically in Dutch or French.[INFORMATIONAL] DC charging stations require CE marking under the applicable EU legislation including LVD where in scope. EN IEC 61851-23:2023 is a voluntary product standard used as technical evidence or presumption-of-conformity support where harmonised; it is not mandatory in itself. Chinese GB/T 18487.3 certification is not accepted as an EU conformity assessment substitute. A significant hardware gap exists where Chinese DC stations use GB/T connectors incompatible with EU CCS2 practice. Belgian DSO connection requires Dutch or French commissioning documentation. | Bureau for Standardisation (NBN)2026-06-15 · reference |
| Electrical Installation Safety — EV Charging in Buildings (IEC 60364-7-722) | China addresses EV charging installation primarily through GB 50966-2014 (Code for design of electric vehicle charging station) and GB/T 51313-2018 (Technical standard for electric vehicle charging infrastructure), administered by the Ministry of Housing and Urban-Rural Development (MOHURD). These cover site design and installation but differ from IEC 60364-7-722 in RCD type requirements, earthing system assumptions (TN-S vs. Chinese practice), and load management protocols. Chinese installation documentation is not accepted as evidence of compliance with Belgian RGIE/AREI or EU member-state installation standards.GB 50966-2014 — Code for design of electric vehicle charging station (MOHURD) (confirmed to exist; enforced by MOHURD/MIIT) GB/T 51313-2018 — Technical standard for electric vehicle charging infrastructure (confirmed to exist; enforced by MOHURD/MIIT) |
EU member-state electrical installation law and grid/installer rules govern the building-side circuits supplying EV charging points. IEC 60364-7-722 / HD 60364-7-722 provide the commonly adopted technical installation route covering protective measures (RCD type B or A+DC detection), wiring, earthing, and load management. These standards apply to the building-side installation infrastructure, not the charger product itself, but exported EV chargers should be compatible with these installation requirements so they can be accepted by EU installers and DSOs. In Belgium, electrical installation regulations are based on the Belgian General Electrical Regulations (RGIE/AREI), which adopt and reference European installation standards including HD 60364-7-722. Belgian installers are accredited by ACEG/ASEI-approved inspection bodies.IEC 60364-7-722:2018 — Low-voltage electrical installations — Part 7-722: Requirements for special installations or locations — Supply of electric vehicles HD 60364-7-722 (CENELEC harmonised document, adopted by EU member states) (confirmed: HD 60364-7-722:2018 is the current CENELEC harmonisation document, approved 27 August 2018) Belgian General Electrical Regulations (RGIE — Règlement Général sur les Installations Électriques / AREI — Algemeen Reglement op de Elektrische Installaties) |
IEC 60364-7-722 / HD 60364-7-722 are installation standards — they govern fixed wiring and protection devices at the building side, not the charger product itself. However, exported EV chargers should declare compatibility with Type B RCDs or incorporate internal DC fault protection to allow Type A RCDs under Belgian RGIE/AREI installation practice. A charger that requires installation conditions not achievable under Belgian RGIE/AREI will fail field acceptance by Belgian accredited inspectors. Belgian inspection bodies (ACEG/ASEI-approved) verify installation compliance during commissioning. Chinese charger datasheets often omit compatibility statements expected by Belgian installers and DSOs.[INFORMATIONAL] IEC 60364-7-722 / HD 60364-7-722 govern building-side installation practice as adopted through Belgian RGIE/AREI and enforced by accredited inspection bodies. EV chargers exported to Belgium should be compatible with the RCD and earthing requirements expected by Belgian installers and DSOs. This is distinct from product-level CE marking under LVD, but non-compatibility will block field installation at the commissioning inspection stage. Chinese installation standards (GB 50966 / GB/T 51313) are not substitutes. | Bureau for Standardisation (NBN)2026-06-15 · reference |
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- Bureau for Standardisation (NBN) · accessed 2026-06-15 · reference · used in 7 rows
- Elia (Belgian Transmission System Operator) · accessed 2026-06-15 · reference · used in 1 rows
- Commission for Electricity and Gas Regulation (CREG) · accessed 2026-06-15 · reference · used in 4 rows