I am just curious why your design even bothers with the Pilot Proximity in the controller and cable. Todays EVE cable standards call for basically 3 power + 1 control wire cable. My Hyundai charger has a EVE cable with 3 + 1. "Proximity" is basically built within the plug and is a "wake up" mechanism for the EV rather than the chargers.
I can envision the Proximity wire being used in a commercial setting where you would want to know if the EV was connected and using a parking spot and keep charging the consumer in a hope they move the car for the next party to park and charge. But fail to see any benefit for a non-commercial setting, specially with the extra wire adding to cable cost, bulk, weight and not providing any significant ROI in return.
Is proximity just a legacy component that stayed with the design and was never reviewed?
Al you are confusing proximity with proximity pilot (PP).
Proximity pilot is used in the IEC standards to identify the ampacity capabilities of removable cables. For example a 32A Type 2 cable has a 220 ohm resistor between PP and Earth, the vehicle and station read this value and limit current if needed.
Proximity is the button/resistors at the end of the cable between the handle and EV, there is no use for this in the charging station.
So since OpenEVSE gear is based entirely on non-tethered (attached) cables, IEC 62196 on using the PP wire is irrelevant, Correct?
Incorrect, OpenEVSE is not based entirely on non-tethered cables.
OpenEVSE has customers around the world, the controller is designed to universally support US and European standards, manufactures and customers. You are correct PP is irrelevant to tethered stations in the US, but for a couple cents (2 resistors, a diode) PP allows OpenEVSE based products like this one from the UK to exist.
Thanks for mentioning the broader scope of OpenEVSE and the understandable justification on the Proximity Pilot integration.