Electric Vehicle Charging Stations Mode 1 and Mode 3

Building Control Technology Electric Vehicle Charging Stations Mode 1 and Mode 3

Course Sample 54850-1C

Order no.: 54850-1C First Edition Revision level: 03/2018

By the staff of Festo Didactic

Printed in Canada All rights reserved ISBN 978-2-89789-070-4 (Printed version) ISBN 978-2-89789-073-5 (CD-ROM) Legal Deposit – Bibliothèque et Archives nationales du Québec, 2018 Legal Deposit – Library and Archives Canada, 2018

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The right of use shall in all cases exclude the right to publish the copyright material or to make this available for use on intranet, Internet, and LMS platforms and databases such as Moodle, which allow access by a wide variety of users, including those outside of the purchaser’s site/location.

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Safety and Common Symbols

The following safety and common symbols may be used in this manual and on the equipment:

Symbol Description

DANGER indicates a hazard with a high level of risk which, if not avoided, will result in death or serious injury.

WARNING indicates a hazard with a medium level of risk which, if not avoided, could result in death or serious injury.

CAUTION indicates a hazard with a low level of risk which, if not avoided, could result in minor or moderate injury.

CAUTION used without the Caution, risk of danger sign , indicates a hazard with a potentially hazardous situation which,

if not avoided, may result in property damage.

Caution, risk of electric shock

Caution, hot surface

Caution, risk of danger. Consult the relevant user documentation.

Caution, lifting hazard

Caution, belt drive entanglement hazard

Caution, chain drive entanglement hazard

Caution, gear entanglement hazard

Caution, hand crushing hazard

Notice, non-ionizing radiation

Consult the relevant user documentation.

Direct current

Alternating current

Symbol Description

Both direct and alternating current

Three-phase alternating current

Earth (ground) terminal

Protective conductor terminal

Frame or chassis terminal

Equipotentiality

On (supply)

Off (supply)

Equipment protected throughout by double insulation or reinforced insulation

In position of a bi-stable push control

Out position of a bi-stable push control

IV © Festo Didactic 54850-1C

Table of Contents

Preface ...... IX About This Manual ...... XI To the Instructor ...... XIII

Introduction Electric Vehicles, Batteries, and Charging Stations ...... 1

DISCUSSION OF FUNDAMENTALS ...... 1 The growing popularity of electric vehicles ...... 1 Improvements in battery cost and capacity ...... 2 Some statistics concerning EVs and charging stations ...... 3 Charging station examples ...... 4 The Electric Vehicle Charging Station ...... 7 System modules ...... 7 Test instruments ...... 8

Exercise 1 Electric Vehicles and Electric Vehicle Service Equipment .... 11

DISCUSSION ...... 11 Types of vehicles ...... 11 Charging stations ...... 12 Connector types ...... 13 Levels ...... 15 Cases ...... 16 Modes ...... 16 Charging times ...... 17 Communication ...... 17 Vehicle status ...... 18 Notes on the Electric Vehicle Charging Station ...... 20 Symbols ...... 20 The Electric Vehicle Charge Controller ...... 20 Sensing/control circuits ...... 22

PROCEDURE ...... 23 Set up and earthing ...... 23 Connections for one Mode 1 user ...... 23 Mode 1 charging ...... 27 Connections for one Mode 3 user ...... 30 Mode 3 charging ...... 33

Exercise 2 Basic Charging Station Components and Their Operation ... 39

DISCUSSION ...... 39 Charging station components ...... 39 Charge controller ...... 39 Contactor ...... 40 Miniature circuit breaker (MCB) ...... 40 Residual current device (RCD) ...... 41 Energy meter ...... 42

Communication with the EV ...... 43 Detecting plug presence and cable ampacity ...... 45 The charging cycle ...... 46 Ventilation ...... 47 Maximum current ...... 48 Safety interlock ...... 49 Examples of CP signals ...... 49

PROCEDURE ...... 50 Set up and earthing ...... 51 Connections for one outlet with two Mode 3 power circuits (16 and 32 A) ...... 51 Detecting plug presence ...... 56 Communication ...... 56 Cable ampacity ...... 57 Vehicle status ...... 58 Charging power...... 61 The Energy Meter ...... 62

Exercise 3 Advanced Charging Station ...... 67

DISCUSSION ...... 67 User identification using RFID ...... 67 Using RFID cards with the Electric Vehicle Charging Station...... 68 Integration of EVs with a smart grid ...... 69 Energy management ...... 69

PROCEDURE ...... 70 Set up and earthing ...... 71 Connections for two users with energy meters ...... 71 Charging two users simultaneously ...... 77 Local energy management ...... 80 Using the RFID reader ...... 80 Writing and approving RFID cards ...... 81 Charging with RFID cards ...... 82

Exercise 4 Commissioning and Testing ...... 85

DISCUSSION ...... 85 Standards and testing ...... 85 Standards organizations ...... 85 VDE standards ...... 86 Test protocol objectives ...... 86 Typical charging station tests ...... 87 Charging station classes ...... 89 Test instruments ...... 89

VI © Festo Didactic 54850-1C Table of Contents

PROCEDURE ...... 90 Set up and earthing ...... 90 Connections for two users ...... 91 Testing in the de-energized state with the Installation Tester ...... 94 PE continuity (or conductivity) ...... 95 Insulation resistance ...... 96 Testing in the energized state with the Installation Tester .... 97 Mode 3 startup...... 97 Phase sequence ...... 100 Earth fault loop impedance ...... 100 Line impedance ...... 101 RCD tripping current ...... 103 RCD trip time ...... 105 Testing with the EV Simulator/Tester ...... 106 Measuring cable-coding resistances ...... 106 Mode 3 startup...... 107 Charging cable interlock ...... 107 The protective earth connection ...... 107 Testing the RCD ...... 107

Exercise 5 Troubleshooting Project ...... 111

DISCUSSION ...... 111 Preparation for troubleshooting ...... 111 The CC7 charge controller ...... 111 Communication with the EV ...... 113

PROCEDURE ...... 114 Set up and earthing ...... 114 Connections for two users with energy meters ...... 115 Preparation for troubleshooting ...... 121 Troubleshooting ...... 123

Appendix A Equipment Utilization Chart ...... 127

Appendix B Glossary of New Terms ...... 129

Index of New Terms ...... 133 Acronyms ...... 135 Bibliography ...... 137

Preface

Electric vehicles came into existence around the middle of the 19th century. The first mass-produced electric vehicles were built in America in the early 1900s. Despite their limitations, they were, at one time, more popular than internal combustion engine vehicles.

The 20th century saw the popularity of electric vehicles decline as a number of developments made internal combustion engine vehicles much more attractive. The discovery of large petroleum reserves led to gasoline becoming widely available. The invention of the electric starter made it no longer necessary to hand crack a gasoline motor to start it, and the muffler reduced the noise to an acceptable level. With improvements in the road infrastructure, it became desirable to have a greater driving range than batteries could provide at the time.

In the 21th century, however, technological developments, environmental concerns, and government incentives are bringing electric vehicles back into focus. Today, battery technology is rapidly improving and charging infrastructure is being deployed through the world to meet the demand for publicly available charging stations.

Like all permanently-wired electrical installations, charging stations are required to meet stringent regulations designed to ensure correct operation and user safety. There is therefore a growing need for competent, well-trained personnel to install, commission, and service charging stations.

The Festo Didactic Electric Vehicle Charging Station is designed for hands-on training in the operation, testing, and troubleshooting of a modern charging station. Thanks to its modular design, it is easy to set up different charging station configurations, ranging from a simple, single-phase station to more advanced, multi-phase stations that can charge two users simultaneously. The advanced stations can include electrically commuted power circuits that automatically adapt to the detected charging cable capacity, energy meters to measure consumption during a charge, and RFID-based user identification and charge control.

The modules that make up the system are designed to be mounted in a standard A4 workstation. Each module has front-panel connections for power and for sensing/control signals. For safety, each module has a protective earth (PE) connector and all power connections are made using shrouded and stackable 4-mm banana plugs. In addition, commercially-available protective devices such as circuit breakers and residual current devices are included as system modules.

The Electric Vehicle Charging Station is a versatile platform for training in both Mode 1 (single-phase) and Mode 3 (three-phase) charging.

We invite readers of this manual to send us their tips, feedback, and suggestions for improving the book.

Please send these to [email protected]. The authors and Festo Didactic look forward to your comments.

About This Manual

Manual objectives

When you have completed this manual, you will be familiar with the operation of electric vehicle charging stations that provide single-phase Mode 1 charging and three-phase Mode 3 charging up to 22 kW.

You will be familiar with the different standards and regulations that apply to these charging stations and with the equipment specifications they provide. You will also be familiar with the different stages of the charging cycle.

The various components that make up a charging station are presented in this manual as well as a typical test protocol for the commissioning and periodic testing of a charging station.

In the last exercise of the manual, you will be challenged with a project in which you will prepare to troubleshoot a charging station and then troubleshoot instructor inserted faults in the Electric Vehicle Charge Controller module.

Safety considerations

Safety symbols that may be used in this manual and on the equipment are listed in the Safety and Common Symbols table at the beginning of the manual.

Safety procedures related to the tasks that you will be asked to perform are indicated in each exercise.

To the Instructor

You will find in this Instructor Guide all the elements included in the Student Manual together with the answers to all questions, results of measurements, graphs, explanations, suggestions, and, in some cases, instructions to help you guide the students through their learning process. All the information that applies to you is placed between markers and appears in red.

Accuracy of measurements

The numerical results of the hands-on exercises may differ from one student to another. For this reason, the results and answers given in this manual should be considered as a guide. Students who correctly performed the exercises should expect to demonstrate the principles involved and make observations and measurements similar to those given as answers.

Equipment installation and use

In order for students to be able to safely perform the exercises in the Student Manual, the equipment must have been properly installed, i.e., according to the instructions given in the accompanying Safety Instructions and Commissioning manual. Also, the students must familiarize themselves with the safety directives provided in the Safety Instructions and Commissioning manual and observe these directives when using the equipment.

Refer to Appendix A in this manual for a list of the equipment used in the exercises. This appendix lists all of the standard equipment included in the complete Electric Vehicle Charging Station system, including the single- phase (1AC) and three-phase (3AC) modules, as well as the optional equipment.

The exercises in this manual are written using all of the equipment mentioned in Appendix A. If you have only the single-phase modules or the three-phase modules, you may have to adapt some of the connections and procedures given in the exercises. Students should connect the equipment they have and should perform the procedure steps in each exercise that apply to this equipment.

The optional EV Simulator/Tester and Installation Tester are commercially available instruments. The EV Simulator/Tester simulates a rechargeable electric vehicle and allows setting the state of the vehicle in order to simulate the complete Mode 3 charging process. The charging cable used with this device has no integrated ampacity-coding resistors. Instead, switches allow setting the cable ampacity to different values for test purposes.

The Installation Tester is used to test a charging station in order to ensure that it meets all of the electrical requirements described in the applicable standards. The Installation Tester and the EV Simulator/Tester are essential for training students in commissioning and periodic testing of charging stations.

While charging, the Electric Vehicle Charge Controller module can receive pulses from one or two optional Energy Meter modules in order to measure the energy delivered to one or two users. However, each Energy Meter can only measure energy if an optional Resistive Load module is connected into same the charging circuit. To measure the energy delivered to two users simultaneously, two Resistive Load modules are required. The Electric Vehicle Charge Controller can be used without Energy Meters because it can simulate the reception of Energy Meter pulses.

Sample Extracted from Instructor Guide

Exercise 1

Electric Vehicles and Electric Vehicle Service Equipment

EXERCISE OBJECTIVE When you have completed this exercise, you will be familiar with different types of electric vehicles and the equipment used to charge them.

DISCUSSION OUTLINE The Discussion of this exercise covers the following points:

. Types of vehicles . Charging stations Connector types. Levels. Cases. Modes. . Charging times . Communication Vehicle status. . Notes on the Electric Vehicle Charging Station Symbols. The Electric Vehicle Charge Controller. Sensing/control circuits.

DISCUSSION Types of vehicles

There are different types of electric vehicles, and each type offers reduced operating costs and lower emissions compared to internal combustion engine vehicles. However, each particular type of vehicle has its own specific advantages and disadvantages.

A battery electric vehicle (BEV) is a vehicle powered by one or more electric motors, drawing current from on-board rechargeable storage batteries. The batteries are recharged by plugging the vehicle into the grid.

BEVs offer virtually silent operation and, since they consume no petroleum- based fuel, produce no tailpipe emissions. Since an electric motor has only one moving part, the cost of operation and of maintenance of BEVs is lower than all other types of vehicle and the reliability is much greater. The charging system consists of electronic devices having no moving parts and is virtually maintenance-free.

However, BEVs require time to recharge and have a more limited driving range than the other types of electric vehicles. Since the life of the batteries is limited, they require periodic replacement. However, new batteries are being developed which will not only extend the driving range but also the life of the batteries.

A hybrid electric vehicle (HEV) is a vehicle with an electric propulsion source and a second, non-electric propulsion source such as an internal combustion engine. The batteries are recharged only by the second propulsion source and by regenerative breaking. The vehicle cannot be plugged into the grid.

An HEV is powered by the electric motor for a certain limited range, after which the non-electric source takes over in order to power the vehicle and recharge the batteries while driving.

HEVs have greater efficiency and therefore better fuel economy than internal combustion engine vehicles and have greater driving range than BEVs. However, they are more complex than BEVs and cannot be plugged in for recharging. They also produce tailpipe emissions when using the non-electric propulsion source.

A plug-in hybrid electric vehicle (PHEV) is similar to an HEV and offers all the advantages of HEVs. In addition to recharging by the second propulsion source and by regenerative breaking while driving, the batteries can be recharged by plugging the vehicle into the grid.

An internal combustion engine (ICE) generates power by burning fuel, either liquid fuel such as gasoline, or gaseous fuel, such as compressed natural gas.

ICE vehicles have the greatest driving range of all vehicle types and require very little time to refuel.

ICE vehicles, however, are costlier to operate than electric vehicles and produce tailpipe emissions. The cost of using gasoline can be up to eight times that of using electricity. An ICE has hundreds of moving parts and requires more regular maintenance, including oil changes, filter replacements, exhaust system repairs, and tune-ups.

Charging stations

The equipment required for charging EVs is referred to as electric vehicle supply equipment (EVSE), commonly called a charging station (or system). The EVSE delivers electrical energy from a source (usually the grid) to the EV in order to charge the batteries. It also communicates with the EV to ensure correct and safe operation during the charging process.

In most cases today, the charger is in the vehicle itself. This is an on-board charger. The EVSE supplies single-phase or three-phase alternating current to the vehicle. The on-board charger converts the ac supply current to dc current in order to charge the batteries.

For fast charging, an off-board charger is generally used. In this case, the EVSE provides high-power dc current to the vehicle.

Most EVSEs uses a cable to connect to the EV and is therefore known as a conductive charging system. In Europe, international standards for the characteristics, connectors, and requirements of EVSEs are maintained by the International Electrotechnical Commission (IEC). For the North American auto industry, the Society of Automotive Engineers (SAE) standard J1772 is used.

The standard IEC 61851-1 Electric vehicle conductive charging system, Part 1: General requirements, defines charging modes, connector configurations, and special requirements, including safety requirements, for both EVs and EVSEs.

IEC 61851 is used in Europe and China and was derived from SAE J1772 but adapted for European and Asian ac line voltages. Although some of the terminology in these two standards is different, the differences are mostly superficial. For example, the SAE standard uses the terms "methods" whereas the IEC standard refers to "modes".

The standard IEC 62196-2 Plugs, socket-outlets, vehicle couplers and vehicle inlets – Conductive charging of electric vehicles, Part 2: Dimensional compatibility and interchangeability requirements for a.c. pin and contact-tube accessories is a standard for electrical connectors for EVs. This standard is based on IEC 61851. The communication protocol from SAE J1772 is incorporated into IEC 62196.

12 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Discussion

Connector types

Table 2 lists four connector types defined by IEC 61851, as well as the combined charging system adopted by the Association des Constructeurs Européens d'Automobiles (ACEA) or European Automobile Manufacturers’ Association.

Table 2. Connector types.

Connector Type Power Type Standard Common Name Region

Type 1 single-phase SAE J1772-2009 Yazaki North America

single-phase and Type 2 IEC 62196-2 Mennekes Europe three-phase

single-phase and Type 3 EV Plug Alliance proposal Scame Italy three-phase

Type 4 DC JEVS G105-1993 CHAdeMO Japan

Combined charging Plug: DC Type 1 & DC Combo 1 North America

system (CCS) Socket: AC/DC Type 2 & DC Combo 2 Europe

In the European vehicle The following figures show some of the common connector types: network, Type 2 is intended to eventually replace the other types for AC charging. For DC charging, the combined charging system (CCS) will become the standard, replacing Type 4.

Figure 16. Type 1 (Yazaki) connector.14

14 Photo by Michael Hicks (Flickr "mulad"), April 8,2012 via Wikipedia: https://en.wikipedia.org/wiki/File:SAE_J1772_7058855567.jpg. Available under a Creative Commons Attribution 2.0 Generic license (CC-BY-2.0): https://creativecommons.org/licenses/by/2.0/deed.en.

Figure 17. Type 2 (Mennekes) connector.15

Figure 18. Combo 2 DC plug.16

The Combined charging system (CCS) Combo 2 connector shown in Figure 18 resembles a Type 2 connector with the addition of two DC pins.

CCE 7 is a standard entitled In addition to these connectors, EVs usually come with a single-phase charger Specification for plugs and that you can plug into a domestic mains outlet. In Europe, the domestic plug and socket-outlets for domestic socket are often of the Schuko type defined by the CCE 7 standard. "Schuko" is and similar purposes pub- an abbreviation of the German term Schutzkontakt (protective contact). These lished by the IEC System of plugs and sockets are equipped with protective-earth contacts in the form of Conformity Assessment clips, rather than pins. Schuko connectors are normally used on 230 V 50 Hz Schemes for Electrotech- circuits for currents up to 16 A. nical Equipment and Com- ponents (IECEE).

15 Photo by Hadhuey, December 23, 2015, via Wikipedia: https://en.wikipedia.org/wiki/File:2015-12-23_Typ-2- Ladestecker.jpg. Available under the under the Creative Commons Attribution-Share Alike 4.0 International license: https://creativecommons.org/licenses/by-sa/4.0/deed.en. 16 Photo by Hadhuey, December 23, 2015, via Wikipedia: https://commons.wikimedia.org/wiki/File:2015-12- 23_CCS-Stecker_50_kW.jpg. Available under the under the Creative Commons Attribution-Share Alike 4.0 International license: https://creativecommons.org/licenses/by-sa/4.0/deed.en.

14 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Discussion

CEE 7/7 plug, compatible with both the CEE 7/3 (Schuko) socket with ground clips CEE 7/3 socket with ground clips and the CEE 7/5 socket with a ground pin

Figure 19. Schuko socket and compatible plug.17

Levels

“Level” refers to the power output of the EVSE. Table 3 describes EVSE levels 1, 2 and 3 used in Europe, Japan, and North America.

Table 3. Charging levels.

Power Power Connector Type Classification Level Type Range Europe Japan North America

Household single- Level 1 ≤ 3,7 kW Domestic Domestic Type 1 charging phase

> 3,7 kW “Slow” public single- Type 2 Type 1 Type 1 charging Level 2 ≤ 22 kW phase stations ≤ 22 kW Tesla

SAE J3026 three- > 22 kW Type 2 (under phase ≤ 43,5 kW development) “Fast” public CCS Combo 2 CCS Combo 1 charging Level 3 currently DC Connector CHAdeMO Connector stations < 200 kW (Type 2 and DC) (Type 1 and DC)

currently DC Tesla and CHAdeMO < 150 kW

17 Photos courtesy of worldstandards.eu (http://www.worldstandards.eu)

Cases

The charging cable connects the EV to the EVSE. This cable is sometimes called the “loading cable”.

In addition to the different connector types, IEC 61851-1 describes three different cases for charging cable connections.

Table 4. Connection cases.

Case Description

A The charging cable is permanently attached to the EV.

B The charging cable is detachable and has a plug at each end.

The charging cable is permanently attached to the supply equipment. C Only case C is allowed for Mode 4 charging (see Table 5).

Modes

Table 5 shows the different charging modes defined in IEC 61851-1. An active connection is one which provides communication, via a control pilot. A passive connection has no communication. An active connection between the EV and the EVSE provides monitoring and control of the charging process.

Table 5. Charging mode characteristics.

Supply-side Vehicle-side Single- Mode Three-phase Communication Interlock connector connector phase

Domestic Type 1 or 2 or 250 V max. 480 V max. 1 (Schuko or other permanently 16 A max. 16 A max. None In vehicle CEE socket) attached 3,7 kW max. 11,0 kW max.

Domestic 250 V max. 480 V max. Provided by an 2 (Schuko or other Type 2 32 A max. 32 A max. in-cable control In vehicle CEE socket) 7,4 kW max. 22,0 kW max. box

Type 2 or 250 V max. 480 V max. In vehicle Built into the 3 permanently Type 2 63 A max. 63 A max. and charging EVSE attached 14,5 kW max. 43,5 kW max. socket

Permanently Type 2 DC low 38 kW max. Built into the 4 In vehicle attached Combo 2 DC high 170 kW max. EVSE

All modes require a protective earth. In the U.S., Mode 1 charging is prohibited by national codes because protective earthing may not be present on the supply side.

An RCD detects fault cur- Modes two and above have stringent safety requirements such as earth rents flowing to earth that presence detection and over current detection, which are provided by the are too small to trip a circuit in-cable control box or the fixed EVSE. These modes also require ground fault breaker, but are sufficient to protection which is provided by a device called a residual current device (RCD) cause an electric shock or in Europe or a ground-fault interrupter (GFI) in North America. an electrical fire.

16 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Discussion

Charging times

The time required to fully charge the batteries of an EV depends on the capacity of the battery capacity (in kWh) and the charging power (in kW) delivered to the battery. Battery capacity varies considerable from vehicle to vehicle, and much research is underway to develop higher-capacity batteries.

Table 6 shows typical charging times required for a 100 km driving range in a typical EV.

Table 6. Typical charging times for 100 km driving range.

Power supply Mode Power Charging time

Single phase 1 or 2 3,3 kW 6 – 8 hours

Single phase 1 or 2 7,4 kW 3 – 4 hours

Three phase 3 10 kW 2 – 3 hours

Three phase 3 22 kW 1 – 2 hours

Three phase 3 43 kW 25 – 35 minutes

Direct current 4 50 kW 20 – 30 minutes

Direct current 4 120 kW 10 minutes

Communication

IEC 61851-1 describes the signaling protocol used for active connections. This protocol was originally defined in SAE J1772-2001. With this protocol, the EVSE uses two low-voltage signals to communicate with the EV: the proximity pilot and the control pilot. This requires two pins (PP and CP) in addition to the charging power pins defined by IEC 62196-2 (see Figure 20).

PE PE

CP PP PP CP

N L1 L1 N

L3 L2 L2 L3

Female connector on cable Male connector on EV or EVSE

Figure 20. Type 2 (Mennekes) connector pin-out.

The proximity pilot (PP) contact, also referred to as plug presence, provides two functions simultaneously. It allows the EV and the EVSE to detect when the charging cable is connected. This is referred to as proximity detection. In addition, the PP contact allows for coding of the ampacity (ampere capacity, or current capacity) of the cable assembly. This is accomplished using a resistor between the PP contact and the protective earth (PE) contact of the connector. For detachable cable assemblies, there is an identical ampacity coding resistor at each end of the cable.

The cable ampacity coding allows the charge controller to determine whether or not the connected charging cable has a current capacity equal to or greater than the maximum current the EVSE can supply using the available current paths. This is a safety measure to prevent overheating of the charging cable. If the cable ampacity is insufficient, the charge controller will not begin a charge.

The control pilot (CP) is a signal used for communication between the EVSE and the EV. The control pilot serves to detect the status of the EV and to control the EVSE during the charging process. Mode 1 charging offers no communication and hence has no CP. In Mode 2, the CP is provided by an in- cable control box. In Modes 3 and 4, the CP is provided by the EVSE.

Vehicle status

Table 7 provides a brief description of the different vehicle statuses used in Mode 3 charging and of the corresponding CP signals.

The voltages shown are approximate. The actual voltages are allowed to vary a by ±1 V.

Table 7. Mode 3 vehicle status and control pilot (CP) signal.

Status Description CP signal (±1 V)

A Vehicle disconnected Constant positive voltage +12 V

Vehicle connected and ready to charge B PWM signal +9 V / -12 V or charging paused

C Vehicle charging PWM signal +6 V / -12 V

D Vehicle charging (ventilated) PWM signal +3 V / -12 V

E No power 0 V

F Error Constant negative voltage -12 V

Depending on the status of the vehicle, the CP signal is either a constant voltage or a pulse-width modulation (PWM) signal. The peak positive voltage of the PWM signal changes to indicate the status. The duty cycle indicates the maximum current allowed.

The CP signal and the circuits that produce this signal are described in detail a in another exercise.

Figure 21, Figure 22, and Figure 23 show examples of the CP signal at different stages of the charging process;

18 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Discussion

15 V

10 V

5 V

0 V

-5 V

-10 V

-15 V

Figure 21. Status A - Vehicle disconnected.

15 V

10 V

5 V

0 V

-5 V

-10 V

-15 V

Figure 22. Status B - Vehicle connected.

15 V

10 V

5 V

0 V

-5 V

-10 V

-15 V

Figure 23. Status C - Vehicle charging.

Notes on the Electric Vehicle Charging Station

Symbols

The following character symbols are used to identify various elements on the module front panels of the Electric Vehicle Charging Station:

Table 8. Character symbols used on modules.

Symbol Device

-B Sensor

-F Protection device

-K Controller

-T Converter

-X Connector

-10 Contact 10

A Coil connector

L Line

M Motor

N Neutral

PE Protective Earth

U User

’ (prime) Commutated (e.g. L1’)

The dash serves to separate symbols when several are used together. For example, "-K1 -X1 -10" refers to Controller 1, Connector 1, Contact 10.

The Electric Vehicle Charge Controller

The Electric Vehicle Charge Controller module (often referred to in this manual as the Charge Controller) is the heart of the charging station. It is based on the Walther CC7 charge controller.18

The Charge Controller controls the charging process in addition to providing safety functions in conjunction with the other modules, such as the circuit breakers and RCDs, included with the system.

The Charge Controller allows both Mode 1 and Mode 3 charging, either separately or simultaneously.

When the Charge Controller is powered on, the front panel LEDs will start to flash while the Charge Controller is being initialized. This will take approximately four minutes.

18 For further information, refer to the CC7 datasheet included with the system. This is a PDF document whose name begins with "Datasheet_CC7_".

20 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Discussion

The front panel of the Charge Controller is divided into several different sections. These are identified in Table 9.

Table 9. The Electric Vehicle Charge Controller front panel.

Section Description

-K1 Energy Meter Pulses switch

-X5 Connector for an RFID device

-X6 Ethernet connector for the Web interface

-K1 User 1 Mode 3 Controls, indicators, and terminals for Mode 3 charging

-X3 Power input terminals and Mennekes connector for Mode 3 charging

-K1 User 2 Mode 1 Controls, indicators, and terminals for Mode 1 charging

-X4 Power input terminals and Schuko connector for Mode 1 charging

Faults Lockable panel of fault switches

Table 10 describes the switches on the Charge Controller.

Table 10. Switches on the Electric Vehicle Charge Controller.

Switch Switch Description State Position

The Charge Controller -K1 -X1 -10 receives pulses from one -K1 -X2 -10 or two Energy Meter modules Energy Meter Selects the source of Pulses energy meter pulses The Charge Controller generates pulses that Simulated simulate the maximum rate of energy consumption for each user.

Controls charging for OFF Charging is deactivated OFF/ON each user ON Charging is activated

down-down 00 (0) Binary coded digits for charging current down-up 01 (1) BCD 1 – BCD 0 (energy) management up-down 10 (2) in 4 steps up-up 11 (3)

Sensing/control circuits

Modules consisting of protective or control devices, such as circuit breakers, RCDs, and contactors, have auxiliary contacts with 2 mm banana jack terminals. These contacts provide feedback to the Charge Controller, allowing it to detect the state of each module.

The terminals of auxiliary contacts are identified using two-digit numbers. The first digit is the location digit and the second is the function digit.

Terminals that belong together have the same location digit. The function digits identify the function of each contact according to Table 11.

Table 11. Contact identification.

Function Digits Type of Contact

1 and 2 Normally Closed

3 and 4 Normally Open

The auxiliary contacts are shown on the front panel of the module, as illustrated in Figure 24. In this example, the upper contact (with terminals 13 and 14) is normally open and the lower contact (with terminals 21 and 22) is normally closed.

Circuit breaker open (handle down)

Location 1 Contacts shown in the normal position (device open/not energized) Location 2

Figure 24. Circuit Breaker front panel (detail).

In all cases, the "normal" state of the contacts is that when the device is open or tripped, that is, when power is interrupted. Figure 24 shows the auxiliary contact states when the circuit breaker is open (handle down). When this circuit breaker is closed (handle up), power is supplied to the subsequent modules. In this case, the upper auxiliary contact is closed and the lower contact is open.

22 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Procedure Outline

PROCEDURE OUTLINE The Procedure is divided into the following sections:

. Set up and earthing . Connections for one Mode 1 user . Mode 1 charging . Connections for one Mode 3 user . Mode 3 charging

PROCEDURE High voltages are present in this laboratory exercise. Do not make or modify any 4-mm banana jack connections with the power on unless instructed to do so.

Set up and earthing

1. Refer to the Equipment Utilization Chart in Appendix A to obtain the list of equipment for this exercise. If you do not have the complete system, use the equipment you have available.

Install the equipment in the workstation.

The power supply may or may not be a module installed in the workstation. If it a is to be installed in the workstation, install it immediately to the left of the Electric Vehicle Charge Controller.

2. Make sure that the main power switch on the power supply is set to the OFF (O) position.

3. Make the connections required to earth the equipment properly.

The protective earth (PE) terminal of each module must be connected, either directly or through another module, to a PE terminal on the power supply. If necessary, check with the instructor to ensure that the connections you have made provide proper earthing of the equipment.

Connections for one Mode 1 user

This section shows the connections for a basic, single-phase Mode 1 charging system.

4. Connect the modules as shown in Figure 25, and Figure 26.

This first connection does not use all of the modules designated for this a exercise. Leave the unused modules disconnected for now. Since Mode 1 on the Charge Controller is single-phase, only two poles (L1 and N) of the Four-Pole Contactor are used in this set-up.

Figure 25. Power connections for one 16 A Mode 1 circuit.

24 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Procedure

Figure 26. Sensing connections for one 16 A Mode 1 circuit.

5. Make the connections required to power the Charge Controller: • Connect the terminals L1, L2, L3, and N to the corresponding terminals on the power supply.

6. On the Charge Controller, make sure the Energy Meter Pulses switch is in the Simulated position and that the two BCD switches are in the down position.

The rate of the simulated pulses always corresponds to the maximum a allowable power for the present conditions.

Make sure that both OFF/ON switches are in the O (OFF) position.

Make sure that no faults are activated on the Charge Controller. If necessary, check with the instructor.

7. Make sure all circuit breakers and RCD devices in the system and on the power supply are closed (in the ON position). Then turn on the main power switch.

If the circuit breaker on the power supply is open (OFF) it may be necessary to a turn on the main power switch first and then close the circuit breaker.

When the Charge Controller is ready, the Ready LEDs will remain lit. In the meantime, you can continue with the next step.

8. Connect a network port on the computer to the network port (-X6) on the Charge Controller.

On the computer, start a Web browser.

In the address bar of the Web browser, type: 192.168.0.1 and press Enter. After power is supplied to the Charge Controller, it takes a few minutes for the b Web page interface to be available. If you cannot connect to this interface, wait a little and then try again.

Wait until the message System initialization is no longer displayed in the Charging outlets page.

You should see the Charging outlets page of the Charge Controller Web interface (see Figure 27). Note that for Charging outlets 1 and 2, the Status is not in use and the message Please connect vehicle is displayed.

Figure 27. Charging outlets page, no vehicle connected.

9. Log in to the Web interface (at the top of the page, enter the Password, if one has been defined, and click Login).

10. In the Web interface, click the Settings button.

Under User data, select the Language and Time zone. Then click save.

11. In the Web interface, click the Installation button. This will display a page showing software information and system parameters.

Table 12 shows system parameters that are common to all exercises. The values in the Web interface should be as shown in the table. If any of these values are different, change them to the values shown in Table 12 and then click the save button.

26 © Festo Didactic 54850-1C Exercise 1 – Electric Vehicles and Electric Vehicle Service Equipment  Procedure

Table 12. Default system parameters.

System parameter Value

Compatibility 1: 0

Compatibility 2: 0

Charging ports: 2

Active energy meter 1: 100 Pulse/kWh

Active energy meter 2: 100 Pulse/kWh

System mode: Standalone

IO: automatic

Exclusive ports: not exclusive

3 phase mode: not installed

Locking: motorized/variant A

Port 1 mode: Mode 3

Port 2 mode: Mode 1

Mode cable: plug-in

Maximum current 1 (A): 32

Maximum current 2 (A): 16

Automatic unlock: 1

Powerfail: manual restart

Maximum current 1 and Set the system parameters for this exercise as shown in Table 13, and then Alt. current path 1 are both click the save button. maximum current settings for User 1 Mode 3 opera- Table 13. System parameters for this exercise. tion. In this exercise, there is no alternate current path. System parameter Value Maximum current 2 is for User 2 Mode 1. RFID: not installed Alt. current path 1 (A): 0

If you cannot change a parameter value, or if the value changes back when b you click the save button, log out and log in again, and then try again.

Mode 1 charging

12. Plug the Schuko Outlet Tester into the User 2 Mode 1 socket (-X4) of the Charge Controller.

In the Web interface, show the Charging outlets page. The status of Charging outlet 2 should change to connected and the message Car ready to load should be displayed, as shown in Figure 28. In addition, the Start (charging) button should appear.

In Mode 1, the Charge Controller simply detects whether or not a plug is a connected to the Schuko connector. It does not detect the actual presence of a vehicle.

Figure 28. Charging outlets page, vehicle connected.

13. Unplug the Schuko Outlet Tester from the Charge Controller. Describe what happens.

The status changes to not in use and the message Please connect vehicle is displayed.

14. If you have the optional Resistive Load module, set all three switches of Bank 1 to the I position. Using a multimeter, measure the resistance between the two jacks of this bank. The resistance should be approximately 629Ω.

The resistance of a load connected to a charging port should not be less than 600Ω per phase as this could cause the maximum current of 400 mA to be exceeded. Exceeding this maximum current could cause excessive heating of the modules.

15. Disconnect the multimeter and adjust it to measure current of at least 400 mA.

Using 4 mm leads, connect the multimeter and Bank 1 of the Resistive Load module, connected in series, to the -X4 -L and -X4 -N terminals of the Charge Controller. This will allow you to measure the current through the Resistive Load during a charge.

Plug the Schuko Outlet Tester into the Charge Controller. The User 2 Mode 1 Ready LED will go out and the Status LED will begin to flash.

16. On the Charge Controller, turn the User 2 Mode 1 OFF/ON switch to the ON position. The Status LED will stop flashing and will stay lit.

On the Charging outlets page of the Web interface, the message changes to Charging in process. The Start (charging) button disappears and the Stop button appears (see Figure 29).

Figure 29. Charging outlets page, charging.

After a few seconds, the Web interface will begin to indicate the energy consumed in kWh during the charge, as well as the elapsed time and the power in kW.

What is the real current flowing through the Resistive Load module? How does this compare to the values displayed in the web interface?

Recall that the Energy Meter Pulses switch on the Charge Controller is in the b Simulated position. The nominal voltage is 230 V.

The real current flowing through the Resistive Load module is approximately 380 mA.

From the information presented in the Web interface, the simulated power is 3,69 kW. The simulated current is:

3,69 kW = = 16 A 230 V 𝑃𝑃 𝐼𝐼 ≅ The Web interface reports this𝑈𝑈 current because the Energy Meter Pulses switch on the Charge Controller is in the Simulated position. In Mode 1, the rate of the simulated pulses corresponds to a current of 16 A.

17. In the Web interface, show the Details page. This page shows a graph for both charging outlets.

The vertical scale in the Details page indicates both current and power. a However, the power scale is not accurate considering a nominal line-to-neutral voltage of 230 V. In the Details page, the pink trace always correctly indicates the maximum available current. All other information in this page should be considered to be very approximate.

In the Details page, the max available current for Charging outlet 2 should be 16 A during charging.

18. On the Charge Controller, set the User 2 Mode 1 OFF/ON switch to the OFF position.

Describe what happens in the Charging outlets page of the web interface.

On the Web interface, the message changes to Charging complete. The Stop button disappears and the Start (charging) button appears.

With Mode 1 charging, what degree of communication occurs between the EVSE and the EV?

In Mode 1, there is no communication between the EVSE and the EV. When the current is turned off, the EVSE assumes that charging is complete.

19. Unplug the Schuko Outlet Tester from the Charge Controller, wait a few seconds, and then plug it in again. This resets the energy and time shown in the Web interface to zero.

In the Charging outlets page of the Web interface, click the Start (charging) button. After a few minutes, click the Stop button.

Note that these buttons have the same effect as the OFF/ON button on the Charge Controller.

The OFF/ON switch on the Charge Controller module overrides the buttons in a the Web interface (you cannot stop a charge by clicking the Stop button in the interface if the switch on the Charge Controller is ON).

20. On the Charge Controller, make sure the User 2 Mode 1 OFF/ON switch is in the OFF position.

Turn the main power switch on the power supply to the off (O) position.

Unplug the Schuko Outlet Tester and disconnect the multimeter and the Resistive Load.

Connections for one Mode 3 user

This section shows the connections for a basic three-phase Mode 3 charging system.

21. Make sure the main power switch on the power supply is in the off (O) position.

22. If you have the optional Resistive Load module, make sure it is correctly earthed.

You can connect the protective earth (PE) terminal of the optional Resistive b Load module either to another module or to the PE terminal of the EV Simulator/Tester using a 4 mm-to-POAG adapter.

Then, connect the modules as shown in Figure 30 and Figure 31.

It is not necessary to disconnect the modules used for Mode 1 charging in the a first part of this exercise.

Figure 30. Power connections for one 32 A circuit (Mode 3).

Figure 31. Sensing connections for one 32 A circuit (Mode 3).

23. On the EV Simulator/Tester: • Set the main switch to Type 2. • Set the PE switch to ON. • Set the Simulation of current values switch to ON. • Set the 32 A switch to ON. Make sure the other Charging cable coding switches are OFF. • Set the Vehicle status switches B, C, and D to OFF. a Only one Charging cable coding switch should be ON at a time.

24. If you have the optional Resistive Load, connect it to the EV Simulator/Tester as shown in Figure 53. Do not connect the EV Simulator/Tester to the Charge Controller yet.

Figure 32. Connections to the EV Simulator/Tester and Resistive Load.

On the Resistive Load module, set all switches of each bank to the I position.

25. Connect the oscilloscope to the CP connector on the EV Simulator/Tester.

26. In the Web interface, show the Installation page.

Note the Maximum current 1 and Alt. current path 1 values:

Maximum current 1 (A):

Alt. current path 1 (A):

Maximum current 1 and Alt. current path 1 are both maximum current a settings for User 1 Mode 3 operation. In this exercise, there is no alternate current path. Maximum current 2 is for User 2 Mode 1.

Maximum current 1 (A): 32

Alt. current path 1 (A): 0

For Mode 3 operation, the Charge Controller will detect the ampacity of the a connected cable and accept to charge if the detected ampacity is greater than either Maximum current 1 or Alt. current path 1. Since the alternate current path is not used in this exercise, its current is set to 0.

Mode 3 charging

27. In the Web interface, show the Charging outlets page.

Connect the EV Simulator/Tester to the Charge Controller using the Mennekes-connector cable.

The Charging outlet 1 message should be Loading cable connected.

In the Web interface, the term “loading cable” is used instead of charging a cable. When the EV Simulator/Tester is connected to the Charge Controller, the Web interface indicates Loading cable connected. This, however, is not the vehicle status. The detected vehicle status depends only on the settings of the Vehicle status switches on the EV Simulator/Tester. This status is reflected in the CP signal displayed on the oscilloscope.

28. On the EV Simulator/Tester, turn the 32 A switch OFF and turn the 20 A switch ON.

Only one Charging cable coding switch should be ON at a time. Each time you a change the switch settings, wait a few seconds for the system to respond.

What is displayed in the Web interface for Charging outlet 1? Explain.

The message for Charging outlet 1 is Error: Measured current cable.

On the Installation page, Maximum current 1 is set to 32 A. When the cable ampacity simulated by the EV Simulator/Tester and detected by the Charge Controller is less than that, an error message is displayed and charging is not possible.

This is a safety mechanism that prevents overheating of the charging cable.

Try setting the simulated cable ampacity to different values and observe the result.

Then set the simulated cable ampacity to 32 A.

29. On the Charge Controller, the User 1 Ready LED should be lit. Turn the User 1 Mode 3 OFF/ON switch to the ON position. In the Web interface, the message for Charging outlet 1 should still be Loading cable connected.

30. Describe the CP signal as displayed on the oscilloscope. Which of the following vehicle statuses does the CP signal represent?

The handheld oscilloscope provided with the system will automatically adjust b the scale and time base according to the signal. If you are using a conventional oscilloscope, you may wish to set the scale to 5 V/div. and the time base to 0,2 ms/div.

Table 14. Vehicle statuses.

Status Description

A Vehicle disconnected

Vehicle connected and ready to charge B or charging paused

C Vehicle charging

D Vehicle charging (ventilated)

E No power

F Error

The signal is a constant voltage of approximately 12 Vdc. It represents Status A. Although the charging cable is connected, the Vehicle status switches on the EV Simulator/Tester are all OFF. This simulates Status A.

For each row in Table 15, set the vehicle status switches on the EV Simulator/Tester as shown and then do the following: • Using the oscilloscope, estimate the peak positive voltage + of the CP signal and, if applicable, the peak negative voltage and the 𝑪𝑪𝑪𝑪 duty cycle, and enter these into the table. 𝑼𝑼 𝑼𝑼𝑪𝑪𝑪𝑪 − • Note which LED is lit on the User 1 Mode 3 section of the Charge Controller. • Enter the message displayed in the Web interface. • Enter the vehicle status letter and description (refer to Table 14). a For the last row of Table 15, turn switch C OFF before turning switch D ON.

Table 15. CP signal and vehicle status.

Switch Switch Switch Duty Web Interface + LED Vehicle Status B C D Cycle Message 𝑼𝑼𝑪𝑪𝑪𝑪 𝑼𝑼𝑪𝑪𝑪𝑪 − Loading cable OFF OFF OFF connected

ON OFF OFF

ON ON OFF

ON OFF ON

CP signal and vehicle status.

Switch Switch Switch Duty Web Interface + LED Vehicle Status B C D Cycle Message 𝑼𝑼𝑪𝑪𝑪𝑪 𝑼𝑼𝑪𝑪𝑪𝑪 − Loading cable Vehicle OFF OFF OFF 12,5 V – – Ready A connected disconnected

Vehicle connected and ON OFF OFF 9,2 V -12,5 V ~46% Status Loading pause B ready to charge or charging paused

Charging in ON ON OFF 6,0 V -12,5 V ~46% Status C Vehicle charging progress

Charging interrupted Vehicle charging ON OFF ON 3 V – – Fault D (ventilation not (ventilated) supported)

31. On the EV Simulator/Tester, set switches B, C and D to OFF. Wait a few seconds and then set switches B and C to ON.

Referring to the Charging outlets page, note the power currently delivered for charging outlet 1.

This is the simulated power, since the Energy Meter Pulses switch on the a Charge Controller is in the Simulated position.

Charging outlet 1 power: kW

Charging outlet 1 power: 22,18 kW

32. In the Web interface, show the Details page.

Referring to the Charging outlet 1 graph, note the max available current:

Charging outlet 1 max available current: A

Charging outlet 1 max available current: 32 A

Calculate the max available power, considering a three-phase nominal line- to-neutral voltage of 230 V, and compare this to the power displayed on the Charging outlets page.

The max available power is

= 3 × ×

𝑃𝑃𝑚𝑚𝑚𝑚𝑚𝑚 = 3 × 𝐼𝐼32𝑚𝑚𝑚𝑚𝑚𝑚 A × 𝑈𝑈230𝐿𝐿𝐿𝐿 V = 22,08 kW

This is close to the power currently displayed on the Charging outlets page for Charging outlet 1.

33. When you have finished working with the equipment: • On the Charge Controller, make sure both OFF/ON switches are set to OFF. • Turn off the main power supply at your workstation. • If instructed to do so, remove all circuit connections, finishing with the equipment earthing connections, and then return all equipment to its storage location.

CONCLUSION In this exercise, you were introduced to electric vehicles and the basic principles and components of an electric vehicle charging station. You became familiar with charging in Mode 1 and Mode 3.

REVIEW QUESTIONS 1. What is the most significant difference between Mode 1 and Mode 3 charging?

Mode 3 charging uses an active connection between the EV and the EVSE. This active connection provides communication between the EV and the EVSE in order to monitor and control the charging process. Mode 1 uses a passive connection which offers no communication.

2. What functions are provided by the proximity pilot?

The proximity pilot (PP) contact provides two functions. It allows the EV and the EVSE to detect when the charging cable is connected. In addition, the PP contact allows for coding of the ampacity (ampere capacity) of the cable assembly.

3. What is the purpose of the control pilot?

The control pilot (CP) is used for communication between the EVSE and the EV. The control pilot serves to detect the status of the EV and to control the EVSE during the charging process.

4. Describe the six vehicle statuses that were covered in this exercise.

Status Description

A Vehicle disconnected

B Vehicle connected and ready to charge or charging paused

C Vehicle charging

D Vehicle charging (ventilated)

E No power

F Error

5. How does the control pilot communicate the maximum current that can be provided to the EV?

When the EV is connected, the CP signal is a PWM signal whose duty cycle indicates the maximum current allowed.

Bibliography

Amprobe Test Tools, Telaris Multifunction Electrical Installation Tester Series Users Manual, 2013.

IEC 61851-1:2010, Electric vehicle conductive charging system -- Part 1: General requirements (European standard).

The International Energy Agency (IEA), Global EV Outlook 2017, https://www.iea.org/publications/freepublications/publication/GlobalEVOutlook20 17.pdf

U.S. Department of Energy http://www.fueleconomy.gov

Walther-Werke Ferdinand Walther GmbH, Datasheet Charge Controller CC7.

Walther-Werke Ferdinand Walther GmbH, Operating instruction and technical description EV Simulator for charging devices with charging plug / charging coupler / charging cable type 1 and type 2 as service case.

Wikipedia, Charging station, https://en.wikipedia.org/wiki/Charging_station

Wikipedia, Electric vehicle, https://en.wikipedia.org/wiki/Electric_vehicle

Wikipedia, IEC 62196, https://en.wikipedia.org/wiki/IEC_62196

Wikipedia, Schuko, https://en.wikipedia.org/wiki/Schuko

Wikipedia, Type 2 connector, https://en.wikipedia.org/wiki/Type_2_connector

Zentralverband der Deutschen Elektro- und Informationstechnischen Handwerke (ZVEH), Richtlinie zum E-CHECK E-Mobilität für die wiederkehrende Prüfung von Ladeinfrastruktur für Elektrostraßenfahrzeuge und den dazugehörigen Teil der elektrischen Anlage, 2017.