Type 3 Connector (Scame): full overview, specifications, compatibility and use

With the rapid development of electric transport in Europe, there is an urgent need to create an efficient charging infrastructure. In the early 2010s, different countries and manufacturers offered their own technical solutions. Some of them eventually became widely recognised standards, while others disappeared from the market or were replaced by more versatile analogues.

The Type 3 Connector, also known as the Scame connector, was one such attempt. It was designed for use in public spaces with a focus on safety, reliability and compliance with European regulations. For a period of time, it was considered a serious alternative to the Type 2 connector and even received regional support. However, the subsequent standardisation of charging infrastructure has rendered it niche and effectively obsolete.

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In this article, we will look at the history, design, electrical characteristics and current status of the Type 3 Connector, and explain why it has failed to become the main charging standard in Europe.

What is Type 3 Connector (Scame)

The Type 3 Connector has been specifically designed for use in public and semi-public charging stations in Europe and complies with the IEC 62196-2 standard. Its main goal was to combine AC charging functionality with a high level of electrical safety, especially in environments where sockets are exposed to dust, moisture or physical damage.

A special feature of this connector was the integrated mechanical safety shutter that automatically closes the contact holes when the cable is not connected. This reduced the risk of electric shock or foreign objects.

There were several modifications of the Type 3 connector:

• Type 3A is a simplified version designed for single-phase charging with a capacity of up to 3.7 kW. It is mainly used in private households or at low-power charging points.
• Type 3C is a full-featured version with all communication contacts (CP and PP), support for up to 22 kW and a three-phase connection. It has become the basic version for public charging stations in France.

Advantages and disadvantages of Type 3 Connector

The Type 3 Connector had a number of advantages at the time that set it apart from other AC standards. In particular, the engineers focused on increased safety and user protection, which was especially important for public space charging stations.

Advantages:

• Built-in mechanical shutter that automatically closes the contacts when the cable is not connected
• Increased safety when used in wet or dusty environments
• Supports both single-phase and three-phase charging
• Compact shape and ergonomic body
• Easy to connect and fix the cable without additional elements

Disadvantages:

• The mechanical curtain can wear out or jam over time, which affects the convenience and requires maintenance
• Limited compatibility with modern electric vehicles
• No support for fast DC charging
• The need for adapters when used with newer car models
• Narrow regional application and lack of support from most car manufacturers.
  

How Type 3 Connector (Scame) works

The charging process via Type 3 Connector is similar to other AC standards in many respects, but has its own design and functional features. The connector is designed to be as safe as possible, even when the station is installed outdoors or in high humidity conditions.

The charging process can be divided into several stages:

• The first step is for the user to insert the cable with the Type 3 connector into the charging station or electric vehicle port. Thanks to the special shape of the housing, the insertion is done in one step and the mechanical shutter opens automatically only when the plug is correctly positioned in the socket.
• Next, communications are initiated. The PP and CP pins start transmitting data. The PP signal indicates that the cable is connected and allows the station to identify its parameters. CP, in turn, is used to transfer data between the charging station and the electric vehicle: charge level, permissible power, temperature, etc.
• After the security system checks, the AC power supply is activated via the power contacts. If charging is performed in three-phase mode, all three phases are used. If the mode is single-phase, only phase L1 is usually active.
• The stability of the connection is monitored throughout the process. If overheating, loss of contact or unstable voltage is detected, the system immediately shuts down the power supply.
• When charging is complete or the process is forced to stop, the voltage is automatically switched off, the curtain covers the connector, and the user can safely remove the cable.

This algorithm is typical for AC charging, but in the case of Type 3, special attention is paid to protective mechanisms, which is considered one of the main advantages of this standard.

Technical specifications

When designing the Type 3 Connector, the task was to create a charging interface that would meet several requirements at once: versatility, electrical safety, protection against moisture and dust, support for single-phase and three-phase charging, and the ability to work with adapters.

The design of the connector was oval or slightly trapezoidal, which fit comfortably in the hand. The body was made of heat-resistant and impact-resistant plastic. The contact part was covered with protective curtains that opened only when properly connected. This excluded the possibility of accidental contact with open conductive elements.

The main technical parameters of Type 3 Connector include:

• Current type: Alternating current (AC)
• Maximum charging power: Type 3A: up to 3.7 kW (230 V, 16 A); Type 3C: up to 22 kW (400 V, 32 A)
• Work stress: 230 V for single-phase charging, up to 400 V for three-phase charging
• Current strength: up to 16 A for Type 3A, up to 32 A for Type 3C
• Number of phases: 1 or 3 (depending on cable version and vehicle)
• Number of contacts: 5-7, including signal
• Degree of protection: IP54 (protection against dust and water splashes)
• Mechanical curtain: Yes, it is integrated, providing an additional level of security
• Communication interface: Control Pilot (CP) contact for communication between vehicle and charging station

Thanks to these characteristics, the connector allowed for both slow home charging and fast charging at public stations. However, it never received wide support from car manufacturers, which was one of the reasons for its gradual decline.

Detailed pinout diagram

The Type 3 Connector had a logical and user-friendly contact structure that ensured a stable and safe charging process. The contacts were clearly differentiated by function and their positioning took into account the need for protection and ergonomics.

The Type 3C version used the following contacts:

• L1, L2, L3: phase contacts for three-phase alternating current. If the connection is single-phase, only L1 is usually used.
• N (neutral): Helps to balance the voltage and maintain the correct power supply mode.
• PE (earth contact): It ensures electrical safety and is a must for any type of charging.
• CP (Control Pilot): a control signal that coordinates the exchange of information between the vehicle and the charging station.
• PP (Proximity Pilot): a signal that identifies the physical presence of a cable and identifies its technical characteristics (e.g., maximum permissible current).

The contacts were made of a high-copper alloy with an anti-corrosion coating. They were optimised for multiple connections and had a long mechanical life.

Compatibility and adapters

Type 3 Connector had limited compatibility from the start due to its regional specificity. It was mainly used in France and in certain municipalities in Italy, so automakers focused on the wider European market were in no hurry to support this standard. As a result, there was a need for adapters that allowed modern cars to be connected to older charging stations with a Type 3 port.

The most commonly used adapters are the following:

• Type 3 to Type 2 adapter: is the most common solution that allows connecting modern electric vehicles with a Type 2 connector to charging stations with a Type 3C connector.
• Type 3 adapter to J1772: is used when it is necessary to charge an electric vehicle imported from the USA or Japan at stations with a Type 3 connector.
• Adapters for household outlets: are less common, but there are solutions for connecting via an adapter to conventional networks.

The use of adapters always adds a certain risk in the form of an additional contact that can wear out or lose connection quality. It is therefore important to use only certified accessories from trusted manufacturers.

Comparison with other connectors

At the time of its development, Type 3 Connector was considered a modern and promising solution. However, it turned out later that other charging standards have more advantages in terms of compatibility, ease of use and scalability. This became especially evident after the adoption of the Type 2 connector as a mandatory standard for AC power in Europe.

Unlike the Type 2, which has an open design without curtains, the Type 3 looks more difficult to use. Its mechanical elements require maintenance and may lose functionality over time. In addition, most electric vehicles do not have built-in Type 3 support, which automatically requires the use of adapters.

Compared to the Type 1, which is common in North America and Japan, the Type 3 had a higher level of protection but less international support. The Type 1 does not have curtains and does not support three-phase charging, making it less attractive in European environments.

It is also worth noting that Type 3 does not support fast DC charging. For this purpose, a completely different category of connectors is used - for example, CCS Combo or CHAdeMO. This is another argument in favour of why the Type 3 could not take a leading position among modern solutions.

Which socket is used with the Type 3 Connector (Scame)

The Type 3 connector can be connected either to a charging station with a fixed cable or to a special socket. Such sockets have sometimes been installed on walls in car parks, commercial buildings or municipal facilities, especially in France, where this standard has received temporary government support.

The standard sockets for Type 3 have an internal mechanical shutter that is activated only when a compatible plug is inserted. They are connected to an AC mains voltage of 230 or 400 V, depending on whether single-phase or three-phase charging is supported.

Most often, such sockets were built into charging columns with integrated protection and locking. Type 3 was rarely used at home, so individual sockets of this standard are almost never found in private homes.

Today, these sockets are being phased out or replaced with Type 2, a more modern and compatible standard that is supported by almost all electric vehicles in Europe.

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Regional use

Despite its limited global distribution, the Type 3 Connector was of some regional importance, especially at the stage of the formation of the European charging infrastructure. Its use was driven by local regulations and initiatives by national governments trying to accelerate the electrification of transport through the introduction of standardised solutions.

Type 3 was most actively used in France, where government programmes subsidised the installation of charging stations with this type of connector. Such support was explained by the desire to introduce the safest possible standard that would meet the specifics of public spaces - the presence of moisture, dust, and physical damage. In France, this standard was even installed in some car washes, supermarket car parks, government offices and municipal car parks.

Type 3 was also partially implemented in Italy, as SCAME, one of the main developers of this connector, is located there. In some cities and regions, charging stations were installed that used this particular standard.

In the rest of the European Union, Type 3 was met with a cautious response. Many charging infrastructure operators opted for the more flexible and open Type 2 standard, which eventually gained traction due to support from German and Scandinavian manufacturers. After 2014, when the European Commission officially Directive 2014/94/EU recommended the use of Type 2 as the only standard for AC charging in public places, and the expansion of the Type 3 network has effectively stopped.

Compatibility with cars

The compatibility of Type 3 Connector with electric vehicles was severely limited even at its peak. At that time, only a few automakers integrated this standard directly into the charging ports of their models, and these were mainly for the French market. In most cases, support was provided through adapters or separate cable sets.

The most famous models were Type 3 compatible or came with the appropriate cables:

• Renault Zoe (first generations): is one of the few electric vehicles that has supported the Type 3C from the outset, focusing on the French market.
• Peugeot iOn and Citroën C-Zero: The electric versions of these models, based on the Mitsubishi i-MiEV, had limited compatibility through adapters or additional cables.
• Mia Electric: a French electric car produced in very small quantities, also used the Type 3.
• Some prototypes and demonstration electric cars developed for municipal projects in France and Italy.

None of the world's major automakers, except for Renault, have implemented Type 3 as the main charging standard. Most models were focused on Type 2 or CCS, which led to the low popularity of Type 3 among consumers and manufacturers alike.

No new electric vehicle is currently equipped with a Type 3 port. If you own a modern model, you will need a Type 2 adapter to use older Type 3 stations.

Conclusion.

The Type 3 Connector, or Scame connector, was an important step in the development of charging infrastructure for electric vehicles in the early 2010s. It was an attempt to introduce a safe and technically sound standard for public use, with a particular focus on mechanical protection and support for three-phase charging.

However, despite the engineering logic and support from individual countries, Type 3 was not able to compete with more open, user-friendly and internationally supported solutions. It was gradually replaced by Type 2, which became the mandatory standard in the European Union for AC and later received the addition of CCS for fast DC charging.

Today, Type 3 is seen as an outdated standard that can still be found at some stations in France, but it is no longer used in new charging solutions. Its main role is now historical: it was a transitional technology between the chaotic development of the infrastructure and the full standardisation we see today.

Frequently asked questions (FAQ)