CROSS-STANDARD public interest · EV charger
China-to-Japan 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 Japan PSE/DENAN electrical safety, SAE J1772 / CHAdeMO connector requirements, Electricity Business Act grid rules, VCCI EMC, and market-access expectations.
Dataset 2026-06-11
Last verified 2026-06-12
8 rows
GAP MATRIX
Compliance Gap Matrix
| Compliance item | Common China baseline | Japan (PSE / CHAdeMO) | Gap / action | Source + verification date |
|---|---|---|---|---|
| AC Charging Connector — SAE J1772 Type 1 (Japan domestic AC standard) | China uses GB/T 20234.2-2015 (and its 2023 revision) for AC charging connectors. This is a 7-pin single-phase AC coupler that is physically distinct from the Japanese SAE J1772 Type 1 5-pin connector. The pin count, body shape, locking mechanism, and pilot signal implementation all differ. The two connectors are mechanically and electrically incompatible — a GB/T 20234.2 plug cannot physically mate with a J1772 Type 1 socket and vice versa. No mutual recognition agreement exists between China's GB/T 20234.2 and the SAE J1772 Type 1 standard.GB/T 20234.2-2015 — Connection set for conductive charging of electric vehicles — Part 2: AC charging coupler (China; physical and signal incompatibility with SAE J1772 Type 1) GB/T 20234.2-2023 — Revised edition of the AC charging coupler standard (China; updated ratings but maintains physical GB/T 20234.2 form factor, incompatible with J1772 Type 1) |
AC charging in Japan (Mode 2 / Mode 3) uses the SAE J1772 Type 1 connector, a 5-pin single-phase AC coupler rated up to 32 A / 240 V (approximately 7.7 kW single-phase). This is physically standardised for the Japanese market and is distinct from the European IEC 62196-2 Type 2 (7-pin) and the Chinese GB/T 20234.2 (7-pin) connectors. The SAE J1772 Type 1 inlet is fitted to virtually all EVs sold in Japan for AC charging. Japan has not mandated a specific connector standard in the same form as the EU's AFIR, but the J1772 Type 1 format is the de-facto universal AC charging standard across all major Japanese EV charging networks (e.g., CHAdeMO-affiliated network, convenience store chargers). The connector body, pin arrangement, locking mechanism, and pilot signal (CP) implementation follow SAE J1772.SAE J1772 — SAE Electric Vehicle and Plug-In Hybrid Electric Vehicle Conductive Charge Coupler (SAE International, current edition; Type 1 single-phase used in Japan) JIS C 61851-1 — Electric vehicle conductive charging system — Part 1: General requirements (IDT IEC 61851-1; governs Mode 2/3 AC charging system requirements in Japan) |
The AC charging connector is physically incompatible: Japan requires SAE J1772 Type 1 (5-pin), while Chinese EVSE is built to GB/T 20234.2 (7-pin). A Chinese EV charger equipped with a GB/T 20234.2 cable cannot charge a Japanese EV (J1772 Type 1 inlet) without a full cable assembly and connector replacement. Similarly, a Chinese EV exported to Japan cannot charge at Japanese AC stations without replacing the vehicle inlet to J1772 Type 1. Note also that Japan operates at 100 V / 200 V single-phase (50 Hz in eastern Japan, 60 Hz in western Japan), whereas Chinese residential EVSE is designed for 220 V / 50 Hz — hardware adaptation of the power supply section is required in addition to the connector change. No adapter is commercially sanctioned for public infrastructure use. [Uncertain: METI has not published a specific statutory connector mandate in the same form as EU AFIR; J1772 Type 1 prevalence is based on industry practice and JIS/CHAdeMO network deployment. Verify current METI/CHAdeMO guidance for any updates.][INFORMATIONAL] The AC charging connector is a hard hardware incompatibility: SAE J1772 Type 1 (Japan) vs. GB/T 20234.2 (China). A full connector and cable assembly replacement is required before a Chinese EVSE unit can serve Japan's EV fleet. Grid voltage adaptation (100/200 V Japan vs. 220 V China) compounds the hardware gap. This comparison is informational only and does not constitute legal or regulatory advice. | CHAdeMO Association2026-06-12 · unverified |
| DC Fast-Charging Connector — CHAdeMO and Protocol (GB/T 27930 vs. CHAdeMO CAN) | China uses GB/T 20234.3 (DC charging coupler — 9-pin DC connector) and GB/T 27930 (CAN-bus-based communication protocol between off-board charger and BMS) for DC fast charging. Although both CHAdeMO and GB/T 27930 use CAN bus as the physical communication layer, the higher-level protocol messages, data formats, and timing are defined differently by CHAdeMO and GB/T 27930 — they are not interoperable at the protocol level. The connector body geometry and pin assignment of GB/T 20234.3 are also physically incompatible with CHAdeMO. Note: ChaoJi (CHAdeMO 2.0 / GB/T next-generation) is a joint CN-JP development that provides a common future connector and protocol, but it is not yet widely deployed as of 2026 and does not resolve the existing CHAdeMO 1.x installed-base incompatibility.GB/T 20234.3-2015 — Connection set for conductive charging of electric vehicles — Part 3: DC charging coupler (China; physical incompatibility with CHAdeMO connector body) GB/T 20234.3-2023 — Revised edition of DC charging coupler (China; supports up to 1500 V / 800 A; same GB/T body form factor, physically incompatible with CHAdeMO 1.x) GB/T 27930-2015 — Communication protocol between off-board conductive charger and battery management system (CAN-bus; protocol-level incompatibility with CHAdeMO despite shared CAN physical layer) |
DC fast charging in Japan is predominantly based on the CHAdeMO standard, developed and maintained by the CHAdeMO Association (a body formed by Japanese automakers and utilities). The CHAdeMO connector is a dedicated DC fast-charging coupler with a proprietary body geometry and a CAN-bus-based communication protocol defined by the CHAdeMO specification. CHAdeMO Version 1.x supports up to 62.5 kW (500 V / 125 A); CHAdeMO Version 2.0 (also called ChaoJi in its next-generation form, co-developed with China's GB/T) supports up to 900 V / 500 A (450 kW). However, as of 2026, the majority of deployed Japanese DC fast chargers and EVs use CHAdeMO Version 1.x connectors. CHAdeMO is the dominant DC fast-charging standard in Japan and is physically and protocol-wise distinct from both the Chinese GB/T 20234.3 and the European CCS Combo 2. Compliance with the CHAdeMO specification is required for interoperability with Japan's DC charging network.CHAdeMO Association — CHAdeMO Protocol Specification v1.2 / v2.0 (CAN-bus based DC fast-charging; connector geometry and communication protocol defined by CHAdeMO Association) JIS C 61851-23 — Electric vehicle conductive charging system — Part 23: DC EV charging station (IDT IEC 61851-23; system-level DC charging safety requirements in Japan) IEC 61851-24 — Digital communication between a d.c. EV charging station and an electric vehicle for control of d.c. charging (IEC standard referenced by CHAdeMO for DC communication requirements) |
Two-layer incompatibility exists between Chinese DC fast-charging equipment and Japan's CHAdeMO standard: (1) Physical connector gap — GB/T 20234.3 and CHAdeMO use different connector body geometries, pin assignments, and locking mechanisms; a Chinese DC station cannot physically connect to a CHAdeMO-inlet EV without a hardware redesign of the connector assembly; (2) Protocol gap — GB/T 27930 (CAN-bus, Chinese message set) and CHAdeMO protocol (CAN-bus, CHAdeMO message set) share the CAN physical layer but are incompatible at the application layer; a Chinese charger's communication firmware cannot negotiate a charging session with a CHAdeMO-equipped EV without a complete firmware re-implementation. Note: The ChaoJi next-generation connector (CHAdeMO 2.0 / GB/T joint spec) may eventually bridge this gap, but deployed CHAdeMO 1.x infrastructure in Japan still requires the legacy CHAdeMO connector and protocol as of 2026. [Uncertain: ChaoJi deployment timelines in Japan — verify with CHAdeMO Association for current network rollout status.][INFORMATIONAL] DC fast-charging equipment from China is physically and protocol-incompatible with Japan's CHAdeMO standard. A two-layer redesign — connector hardware and communication firmware — is required before China-origin DC EVSE can serve the Japanese market. The ChaoJi next-generation connector may offer a future path but does not resolve existing CHAdeMO 1.x compatibility requirements. This comparison is informational only and does not constitute legal or regulatory advice. | CHAdeMO Association2026-06-12 · unverified |
| Radio Interference — Radio Act (電波法) and VCCI Voluntary Control | China's radio interference and EMC framework for EV charging equipment includes: (1) The Radio Regulations (无线电管理条例, State Council Order No. 672/2016) and MIIT type-approval (SRRC — State Radio Regulation Commission certification) for any equipment emitting radio frequencies; and (2) The mandatory GB 4824-2019 (CISPR 11-based ISM equipment emission limits) and GB/T 18487.2-2017 (EV charger-specific EMC) for conducted and radiated emissions. SRRC certification for radio transmitters in China and GITEKI certification under Japan's Radio Act are separate national type-approval processes with no mutual recognition. Chinese GB 4824 / GB/T 18487.2 test reports are not accepted as evidence of conformity with VCCI or Radio Act requirements in Japan.无线电管理条例 (Radio Regulations, PRC) — State Council Order No. 672/2016 (SRRC type-approval for radio transmitters) GB 4824-2019 — Industrial, scientific and medical equipment radio-frequency disturbance characteristics (mandatory, based on CISPR 11:2015) GB/T 18487.2-2017 — Electric vehicle conductive charging system — Part 2: EMC requirements (recommended, based on IEC 61851-21-2:2015) |
In Japan, the electromagnetic compatibility (EMC) and radio frequency interference requirements for EV charging equipment are governed by two parallel frameworks: (1) The Radio Act (電波法, Law No. 131 of 1950, as amended), administered by the Ministry of Internal Affairs and Communications (MIC/総務省), which prohibits the operation of radio equipment that causes harmful interference and sets technical standards for equipment emitting radio waves. EV chargers containing radio transmitters (e.g., Wi-Fi, Bluetooth for smart charging) must obtain Radio Type Certification (技術基準適合証明, GITEKI) or Register Confirmation (工事設計認証) under the Radio Act. (2) The VCCI (Voluntary Control Council for Interference by Information Technology Equipment, VCCI協議会) scheme sets limits for conducted and radiated emissions from information technology equipment, including equipment with embedded computing or communication functions. VCCI compliance is widely expected by the market and major retailers for any equipment with digital circuitry — including EVSE with embedded controllers. While VCCI is a voluntary scheme (not a statutory requirement under the Radio Act), market access through major retailers, charging network operators, and fleet operators in Japan effectively requires VCCI conformity. The applicable VCCI standard is aligned with CISPR 32 (multimedia) for IT equipment and CISPR 11 (ISM) for industrial/power electronics. EVSE falls primarily under CISPR 11 / VCCI-compatible limits for industrial power equipment.電波法 (Radio Act) — Law No. 131 of 1950, as amended (MIC jurisdiction; mandatory for any equipment containing a radio transmitter including Wi-Fi/Bluetooth-enabled EVSE) VCCI — Voluntary Control Council for Interference by Information Technology Equipment, Technical Requirements Document (current edition; emission limits based on CISPR 32 for Class A/B IT equipment and CISPR 11 for ISM/power electronics) CISPR 11 / JIS C 61000-6-4 — Industrial, scientific and medical (ISM) equipment emission limits (applicable to EV charger power electronics as industrial equipment) |
Two gaps apply: (1) Radio transmitter certification gap — EVSE containing Wi-Fi, Bluetooth, or other radio modules requires GITEKI certification under Japan's Radio Act. Chinese SRRC certification is a completely separate process; no mutual recognition exists between SRRC and GITEKI. Radio modules certified in China must be re-tested and re-certified under the Radio Act before the equipment can legally be placed on the Japanese market. (2) EMC emissions gap — VCCI compliance (while voluntary) is a practical market-access requirement. VCCI emission limits are based on CISPR 11 (for industrial power equipment such as EV chargers) and CISPR 32 (for equipment with IT/communication functions). Chinese GB 4824-2019 (CISPR 11-based) covers equivalent limits for ISM equipment, but test reports from Chinese CNAS laboratories are not accepted under VCCI's registration process — a fresh test campaign at a VCCI-member or Japan-accredited laboratory is required. [Uncertain: Whether VCCI or CISPR 11 is the primary applicable scheme for EVSE in Japan — verify with VCCI Secretariat, as classification of EVSE as IT equipment vs. industrial power equipment affects which CISPR standard applies.][INFORMATIONAL] EVSE containing radio modules (Wi-Fi, Bluetooth) must obtain GITEKI certification under Japan's Radio Act — Chinese SRRC certification does not satisfy this requirement. VCCI registration, while voluntary, is a practical market-access requirement in Japan; Chinese GB 4824 / GB/T 18487.2 test reports are not accepted for VCCI registration. Re-testing at a Japan-recognised laboratory is required for both pathways. This comparison is informational only and does not constitute legal or regulatory advice. | VCCI — Voluntary Control Council for Interference by Information Technology Equipment, Japan2026-06-12 · unverified |
| Grid Connection and Electricity Business — Electricity Business Act (電気事業法) and Utility Interconnection Rules | China regulates EV charger grid connection through the Electricity Law (电力法, 1996 as amended), MIIT and NDRC guidelines, and the grid company technical standards issued by State Grid Corporation (国家电网) or China Southern Power Grid (南方电网). Key standards include GB/T 29781 (EV charging station technical requirements) and the State Grid Q/GDW series for charger grid interconnection (e.g., Q/GDW 1519-2014: Technical specification of communication between electric vehicle charging station and management system). Grid voltage in China is 220 V / 380 V; frequency is uniformly 50 Hz nationwide. Chinese grid connection approvals and test documentation are not recognised by Japanese utilities.电力法 (Electricity Law of the People's Republic of China, 1996, as amended) — governs power supply and grid connection in China GB/T 29781-2013 — Technical requirements for electric vehicle charging station (China; grid interface and installation requirements for EVSE) Q/GDW 1519-2014 — Technical specification of communication between electric vehicle charging station and management system (State Grid Corporation of China) |
In Japan, the installation and grid connection of EV charging equipment is regulated primarily under the Electricity Business Act (電気事業法, Law No. 170 of 1964, as amended), which governs the supply of electrical energy, safety of electrical installations, and interconnection with the utility grid. EV charging stations — particularly DC fast chargers drawing significant power from the grid — must comply with METI's technical standards for electrical equipment safety (技術基準 — Ministerial Ordinance for Technical Standards Relating to Electrical Facilities, ordinance No. 52/1997 as amended) and the utility's individual interconnection rules (系統連系技術要件ガイドライン, Grid Interconnection Technical Requirements Guidelines, METI). For high-power DC chargers connecting to medium- or high-voltage feeders, separate interconnection applications to the regional transmission operator (e.g., TEPCO, Kansai Electric) are required. Japan's grid voltage is 100 V / 200 V single-phase (residential) and 200 V / 400 V three-phase (commercial), distinct from China's 220 V / 380 V system. Grid frequency is 50 Hz (east Japan) and 60 Hz (west Japan), requiring frequency-adaptive designs.電気事業法 (Electricity Business Act) — Law No. 170 of 1964, as amended (METI jurisdiction; governs electrical installations and grid connection) 電気設備に関する技術基準を定める省令 (Ministerial Ordinance for Technical Standards Relating to Electrical Facilities) — Ministry of Economy, Trade and Industry Ordinance No. 52/1997, as amended 系統連系技術要件ガイドライン (Grid Interconnection Technical Requirements Guidelines) — METI (requirements for connecting power equipment to the utility grid) |
Four principal gaps exist: (1) Voltage and frequency — Japan uses 100/200 V single-phase and 200/400 V three-phase (50 Hz east, 60 Hz west), while Chinese EVSE is designed for 220/380 V at 50 Hz uniformly; hardware adaptation of AC input stages and frequency-tolerance verification are required; (2) Regulatory approval pathway — grid connection in Japan requires separate application to the local regional transmission operator under the Electricity Business Act and METI Grid Interconnection Guidelines; Chinese grid approval documentation does not transfer; (3) Electrical installation permits — installation of EV charging infrastructure in Japan requires a licensed electrical construction contractor (電気工事士 — Electrician's qualification) under the Electrical Construction Business Act (電気工事業の業務の適正化に関する法律); Chinese installer qualifications are not recognised; (4) Harmonic/power-quality requirements — Japan's utilities impose power factor and harmonic current limits at the grid connection point; Chinese chargers must be tested and verified to meet Japanese utility power quality standards. [Uncertain: Specific numerical harmonic limits per utility — verify with regional utility interconnection guidelines before installation.][INFORMATIONAL] Grid connection of EV charging equipment in Japan requires compliance with the Electricity Business Act, METI technical standards, and regional utility interconnection rules. Hardware adaptation for Japan's 100/200 V grid voltage and dual-frequency (50/60 Hz) requirement is mandatory. Chinese EVSE grid approval documentation does not transfer to Japan. A Japanese-licensed electrical contractor must perform the installation. This comparison is informational only and does not constitute legal or regulatory advice. | Ministry of Economy, Trade and Industry (METI), Japan2026-06-12 · unverified |
| Market Access — PSE Certification (DENAN) and Japan-Specific Product Registration | In China, EV charging equipment became subject to mandatory China Compulsory Certification (CCC) from 1 March 2025 under CNCA-C25-01:2024. Prior to that date, EV chargers were subject to voluntary CQC certification. CCC is administered by CNCA (Certification and Accreditation Administration of China) and requires third-party certification by a CNCA-designated Certification Body. CCC certification for EV chargers applies to GB/T 18487.1 (AC charging systems) and related standards. For radio transmitters, SRRC type-approval (issued by MIIT) is the Chinese equivalent of GITEKI. Neither CCC nor SRRC is recognised in Japan, and neither substitutes for PSE/DENAN or GITEKI certification. Chinese-language documentation does not satisfy Japan's Japanese-language labelling requirements.CNCA-C25-01:2024 — China Compulsory Certification implementation rules for EV charging equipment (mandatory from 1 March 2025) GB/T 18487.1-2023 — Electric vehicle conductive charging system — Part 1: General requirements (primary CCC test standard for AC EVSE in China) 无线电发射设备型号核准 (SRRC) — MIIT type-approval for radio transmitters (Chinese equivalent of GITEKI; not mutually recognised) |
EV charging equipment (EVSE) placed on the Japanese market must carry the PSE mark under the Electrical Appliance and Material Safety Act (電気用品安全法, DENAN). EV charging stations are classified as 'specified electrical appliances and materials' (特定電気用品), requiring mandatory third-party certification by a METI-registered Designated Examination Body (登録検査機関) — self-declaration is not permitted for this product category. The PSE diamond mark (〈PSE〉) must be affixed to the product before market placement. In addition, the manufacturer or importer must register as a 'filing business operator' (届出事業者) with METI and maintain technical documentation (技術基準適合証明書). For EV chargers with integrated radio transmitters (Wi-Fi/Bluetooth for network connectivity), separate GITEKI certification under the Radio Act (電波法) is also required before the product can be marketed. Products sold or installed in Japan must be labelled in Japanese, with Japanese-language user manuals and installation instructions. The importer bears legal responsibility for compliance if the manufacturer is outside Japan.電気用品安全法 (Electrical Appliance and Material Safety Act, DENAN) — Law No. 234 of 1961, as amended (METI; mandatory PSE diamond mark for EV charging stations as specified electrical appliances) 電波法 (Radio Act) — Law No. 131 of 1950, as amended (MIC; GITEKI mandatory for radio-transmitting modules in EVSE) JIS C 61851-1 — Electric vehicle conductive charging system — General requirements (IDT IEC 61851-1; applicable safety standard under DENAN pathway) |
Five market-access gaps exist for Chinese EV charging equipment entering Japan: (1) PSE certification — DENAN requires mandatory third-party certification by a METI-registered Designated Examination Body tested to JIS C 61851-1; CCC is not recognised and cannot substitute; (2) METI filing — the manufacturer or importer must register as a filing business operator (届出事業者) with METI and maintain a technical file; this is a separate administrative step with no Chinese equivalent; (3) GITEKI — any radio module (Wi-Fi, Bluetooth, cellular) embedded in the EVSE requires independent GITEKI certification under the Radio Act; SRRC does not satisfy this; (4) Japanese language — all labelling, user manuals, and installation instructions must be in Japanese; Chinese-language documentation is not accepted; (5) Responsible entity in Japan — an importer or Japan-based responsible party is required for METI registration; a Chinese manufacturer without a Japanese importer cannot complete the DENAN filing process. [Uncertain: Whether specific EVSE models require any additional registrations with Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT) for public-road-adjacent installations — verify with relevant prefecture authorities.][INFORMATIONAL] Market access for Chinese EV charging equipment in Japan requires a multi-step compliance programme: PSE diamond certification by a METI-registered Designated Examination Body (DENAN), METI filing registration, GITEKI for any radio modules, Japanese-language labelling and documentation, and appointment of a Japan-based responsible importer. Chinese CCC certification satisfies none of these requirements. This is one of the most operationally complex market-entry pathways among Japan's product safety regimes. This comparison is informational only and does not constitute legal or regulatory advice. | Ministry of Economy, Trade and Industry (METI), Japan2026-06-12 · unverified |
| Japan Responsible Importer and Labelling Requirements under DENAN | Under China's CCC system, the CCC certificate holder must be a Chinese legal entity (manufacturer or importer). The CCC certificate includes the manufacturer's name and address. Chinese product labelling requirements under GB 5226.1 and relevant product standards specify Chinese-language labels with rated voltage, current, power, and manufacturer information. No direct equivalent of DENAN's mandatory importer registration concept exists in China's export regulations. Chinese manufacturers exporting to Japan bear no statutory domestic obligation to appoint a Japan-based responsible entity — that obligation is imposed by Japanese law on the Japanese importer.CNCA-C25-01:2024 — CCC implementation rules for EV charging equipment (China; manufacturer or importer as certificate holder) GB 5226.1-2019 — Safety of machinery — Electrical equipment of machines (Chinese labelling baseline for electrical industrial equipment) |
Under DENAN, any business that imports specified electrical appliances and materials (特定電気用品, which includes EV charging stations) from outside Japan must register with METI as a filing business operator (届出事業者) before the first unit is imported. The importer must: (a) obtain a conformity certificate from a METI-registered Designated Examination Body; (b) register with METI (submitting company name, address, types of products, and start-of-business date); (c) affix the PSE diamond mark and display the importer's name, address, and rated specifications on the product label. Japanese law requires that the label show: rated voltage, rated current (or rated power), rated frequency, and the importer's name or trade name and address — all in Japanese. Without an importer registered with METI, products cannot legally enter the Japanese market. There is no provision in DENAN for a foreign manufacturer to act as the filing operator without a Japan-based entity.電気用品安全法 (DENAN) — Law No. 234 of 1961, as amended — Articles governing filing business operators (届出事業者) and product labelling requirements 電気用品安全法施行規則 (DENAN Enforcement Regulations) — METI Ministerial Ordinance (specifies labelling requirements including rated specifications and business operator details in Japanese) |
A Chinese EV charger manufacturer without a Japanese importer partner cannot legally bring its products to the Japanese market: (1) No Japan-based entity → METI filing registration is impossible → PSE diamond mark cannot be affixed → product import is unlawful under DENAN; (2) Chinese-language product labels and documentation must be fully re-done in Japanese — this includes all panel markings, the nameplate (rated voltage, current, frequency, importer details), user manual, installation manual, and safety warnings; (3) The importer's name and address (Japanese entity) must appear on the product label — a Chinese address is not sufficient. This requirement creates a structural go-to-market dependency on a Japan-established business entity (importer, distributor, or subsidiary) that is absent from the Chinese domestic CCC framework.[INFORMATIONAL] Japanese law requires a Japan-based filing business operator (importer) registered with METI before any specified electrical appliance — including EV charging stations — can be legally placed on the Japanese market. Chinese manufacturers must appoint a Japan-based importer or establish a local subsidiary before market entry. Japanese-language labelling covering rated specifications and the importer's details is mandatory on the product itself. This comparison is informational only and does not constitute legal or regulatory advice. | Ministry of Economy, Trade and Industry (METI), Japan2026-06-12 · unverified |
| Electrical Safety — PSE Certification under DENAN (Electrical Appliance and Material Safety Act) | China's primary equivalent is GB/T 18487.1-2023 (Electric vehicle conductive charging system — Part 1: General requirements), technically aligned with IEC 61851-1 but incorporating national deviations. EV chargers in China are subject to mandatory CCC (China Compulsory Certification) from 1 March 2025 under CNCA-C25-01:2024. Chinese CCC test reports and certificates are not recognised under the Japanese PSE/DENAN pathway; separate testing by a METI-registered Designated Examination Body is required.GB/T 18487.1-2023 — Electric vehicle conductive charging system — Part 1: General requirements (SAMR/SAC) CNCA-C25-01:2024 — China Compulsory Certification rules for EV charging equipment (mandatory from 1 March 2025) |
EV charging equipment (EVSE) sold or used in Japan must comply with the Electrical Appliance and Material Safety Act (電気用品安全法, DENAN). EV charging stations are classified as 'specified electrical appliances and materials' (特定電気用品) subject to mandatory third-party certification by a METI-registered Designated Examination Body (登録検査機関). Manufacturers or importers must obtain a conformity certificate from a Designated Examination Body, maintain technical documents, and affix the PSE diamond mark (〈PSE〉) before placing the product on the Japanese market. The applicable safety standard is JIS C 61851-1 (equivalent to IEC 61851-1) for general EV conductive charging systems.電気用品安全法 (Electrical Appliance and Material Safety Act, DENAN) — Law No. 234 of 1961, as amended JIS C 61851-1 — Electric vehicle conductive charging system — Part 1: General requirements (IDT IEC 61851-1) |
The PSE diamond mark requires mandatory third-party certification by a METI-registered Designated Examination Body — self-declaration is not permitted for specified electrical appliances. Chinese CCC certificates and test reports are not recognised. Products must be re-tested to JIS C 61851-1 by a registered body. The importer or Japan-based responsible entity (輸入業者 or 届出事業者) must be registered with METI. Japanese-language instruction manuals and labelling are required. Voltage compatibility is an additional concern: Japan operates at 100 V / 200 V single-phase, whereas Chinese EVSE is typically designed for 220 V (single-phase) or 380 V (three-phase) — hardware adaptation of power supply components is normally required.[INFORMATIONAL] PSE diamond mark is mandatory for EV charging equipment in Japan under DENAN. Third-party certification by a METI-registered Designated Examination Body is legally required — self-declaration as used in some other markets is not permitted. Chinese CCC certification does not satisfy this requirement. Hardware adaptation for Japan's 100/200 V grid is typically also required. | Ministry of Economy, Trade and Industry (METI), Japan2026-06-12 · unverified |
| DC Charging Station Safety — JIS C 61851-23 and DENAN | China's DC charging system standard is GB/T 18487.5-2024 (DC charging system for GB/T 20234.3 connector) and the communication protocol is GB/T 27930 (CAN-bus based). These are technically and physically incompatible with CHAdeMO: different connector geometry, different pin assignments, different communication protocol (CAN vs. CHAdeMO's own protocol). Chinese CCC certification for DC chargers under CNCA-C25-01:2024 does not satisfy Japanese DENAN PSE requirements.GB/T 18487.5-2024 — Electric vehicle conductive charging system — Part 5: DC charging system for GB/T 20234.3 GB/T 27930-2015 — Communication protocol between off-board conductive charger and battery management system for electric vehicle (CAN-bus) |
DC off-board EV charging stations (Mode 4) in Japan must comply with JIS C 61851-23 (equivalent to IEC 61851-23), which specifies requirements for DC EV charging stations. Under DENAN, DC fast chargers are classified as specified electrical appliances requiring PSE diamond certification. The applicable communication protocol standard for CHAdeMO DC fast charging is the CHAdeMO Association protocol specification, distinct from both the Chinese GB/T 27930 (CAN-bus) and European ISO 15118 (PLC-based) protocols. JIS standards are issued by the Japanese Industrial Standards Committee (JISC).JIS C 61851-23 — Electric vehicle conductive charging system — Part 23: DC EV charging station (IDT IEC 61851-23) CHAdeMO Association DC fast-charging protocol specification 電気用品安全法 (DENAN) — Law No. 234 of 1961, as amended |
DC fast chargers for Japan require: (1) PSE diamond certification under DENAN by a Designated Examination Body tested to JIS C 61851-23; (2) CHAdeMO connector hardware (physically incompatible with China GB/T 20234.3 — full hardware redesign required); (3) CHAdeMO communication protocol support (incompatible with GB/T 27930); (4) Voltage/current compliance for Japan's grid. Chinese GB/T DC fast charger hardware cannot be used in Japan without hardware redesign of both the connector and the communication stack. Note: CHAdeMO market share in Japan is declining as Japanese automakers have adopted NACS/CCS in some new models (as of 2026), but CHAdeMO remains the dominant legacy DC standard and is required for backward compatibility with the existing Japanese EV fleet.[INFORMATIONAL] DC fast chargers for Japan require PSE diamond certification and CHAdeMO connector/protocol support. Chinese GB/T 20234.3 DC connectors are physically incompatible with CHAdeMO; GB/T 27930 protocol is incompatible with CHAdeMO communication. Hardware redesign of the connector and communication stack is required before Japan market entry, in addition to DENAN third-party certification. | Ministry of Economy, Trade and Industry (METI), Japan2026-06-12 · unverified |
E-E-A-T
Named editorial review
Pending named reviewer
Official regulator, standards body, notified body, customs, or primary legal source preferred. Local PDFs are not accepted.
Editorial controlsRows must include publisher, official URL, access date, verification flag, and last_verified before human_reviewed can be true.
SOURCES
Official-source register.
- CHAdeMO Association · accessed 2026-06-12 · unverified · used in 2 rows
- VCCI — Voluntary Control Council for Interference by Information Technology Equipment, Japan · accessed 2026-06-12 · unverified · used in 1 rows
- Ministry of Economy, Trade and Industry (METI), Japan · accessed 2026-06-12 · unverified · used in 1 rows
- Ministry of Economy, Trade and Industry (METI), Japan · accessed 2026-06-12 · unverified · used in 3 rows
- Ministry of Economy, Trade and Industry (METI), Japan · accessed 2026-06-12 · unverified · used in 1 rows