Tested charging infrastructure for more safety in electromobility

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Tested charging infrastructure for more safety in electromobility-safety

Only with electromobility it is possible to achieve the ambitious climate goals in Germany. The attractiveness of electric vehicles depends on the customer’s point of view primarily from the simplicity of use – especially when charging the battery. It’s not just about the number and distribution of charging columns, but also the user-friendliness and security for the user at charging.

With the charging column ordinance (LSV), the minimum requirements for the safe construction and the operation of public charging stations for electric vehicles were already regulated throughout Germany. The operator must take measures to ensure safe operation by regularly recurring examinations according to accident prevention regulations or operational safety ordinance.

Tested charging infrastructure for more safety in electromobility-infrastructureCheck electrical safety with ProfiteTest MXTRA (Gossen Metrawatt)

Checking charging columns for electric power vehicles

Technically, the loading unit for electric vehicles is part of a low voltage system. However, it has some specific peculiarities compared to building installation. The standard DIN VDE 0100-722 regulates the specifications for the installation of charging equipment. A charging station is a device provided for loading electric vehicles according to IEC 61851, which includes a plug device, a residual current protection device, a circuit breaker and a communication device.

The check of the charging infrastructure must be carried out by an electrician. As an electrician within the meaning of the German accident prevention company, those who assess the work of the relevant provisions to assess the work assigned to him and can recognize the possible dangers. The technical qualification as an electrician is usually due to the successful completion of an education, Z.B. as electric champion, electro-awareness, electrical engineer, electrical engineer.

First, the electrician with appropriate qualifications performs a visual inspection for damage and defects and inspects the site. The following electrical test includes, among other things, measurements of the leakage current, the insulation resistance, the ground resistance and the loop resistance. In addition, the residual current circuit breaker is checked (according to DIN VDE 0105-100).

Afterwards, charging operations are simulated and different test runs are performed. For this purpose, the vehicle connected to the column is simulated as well as the coding of the charging cable via adapters (according to VDE 0122-1 / IEC 61851).

In the simulation, the states A, B, C, D and E may occur:

  • Condition A – No vehicle connected,
  • Condition B – Vehicle connected, but not ready for loading,
  • Condition C – Vehicle connected and ready for charging, ventilation of the charging area not required,
  • Condition D – Vehicle connected and ready for charging, ventilation of the loading area required as well
  • Conditions – Error, short circuit CP-PE via internal diode.

Tested charging infrastructure for more safety in electromobility-testedSimulation of charging states with special adapter Pro-type II (Gossen Metrawatt)

In the test protocol, the results are recorded and the passed test with a check label on the charging column are displayed.

Checking the charging cable of charging columns and electric vehicles

About the data line CP (Control Pilot), the charging station shares the electric car with which charging current is available at most. About the PP contact (Plug Present / Proximity Pilot) can recognize both charging station and electric car, how much the connected charging cable may be loaded.

The electrical test of the charging cable Mode 2 is carried out by means of test adapters in the vehicle state C and includes, in addition to the visual inspection for damage, among other measurements of the protective conductor current, the insulation resistance of the protective conductor, the protective conductor resistor and the tripping current PRCD. (to VDE 0122-1)

With the further development of the charging infrastructure, new techniques such as photovoltaics and battery memories are reinforced. Around 50% of the interested parties planning the purchase of an electric car, also want to install a photovoltaic system.

However, the fact is that the electric car is usually not loaded during the day when the photovoltaic system supplies most power, but typically the car is charged in the evening or. at night. To ensure this, storage systems are necessary that provide the necessary capacity and enable retrieval at a different time. Overall systems with photovoltaic system, storage and wallbox for electric cars impressively demonstrate that high solar charging services can be realized for electric vehicles.

The test of electrical safety as well as the functional tests must therefore take into account the diverse components around the electromobility.

Checking the photovoltaic system for powering the charging column

PV systems are to be tested according to BetrsichV, DGUV, DIN VDE 0126-23, DIN VDE 0100-712, DIN VDE 0100-600, DIN VDE 0105-100 and DIN VDE 0701-0702. First, a visual inspection of the condition of the plant installation and the device is first. Subsequently, the test and measurement of the PV system for assessing the error and the function of protective measures.

A metrological and thermographic analysis of the entire electrotechnical equipment and resources under load can also be carried out. This allows early and secure detection of critical findings. Findings and measurement results are always comprehensible to document and comment.

Check the battery memory for charging from power generation

A big advantage of electric power vehicles is that the fuel can be produced on the domestic roof with a photovoltaic system itself. A power storage completes the package and allows optimal use of the generated current. Because it does not make sense during the day the electricity for 11 cents for sale and to buy back at night for 30 cents. Thus, it can be increased by a power storage of the self-sufficiency wheel in the private area.

To check the performance of a battery memory, the use of a mobile battery tester for voltage measurement, measurement of the electrical and electrochemical internal resistance of the battery lock and the capacitance measurement by measuring unloading currents and voltage curves is recommended.

To the author: Dirk Cordt, Marketing Manager International at GMC-I Messtechnik GmbH, Nuremberg

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2 thoughts on “Tested charging infrastructure for more safety in electromobility”

  1. What should the reference to test awareness with respect to small PV analges on domestic roofs and 11kW wallboxes???BetrsichV does not apply here, this depends exclusively on employers!
    The named standards are just standards, no laws. For yourself alone, only proposals that measures one can fulfill the regulations!

    If no regular exams are recommended in the operating instructions of the manufacturer of the PV system or wallbox, there is no reason to spend one euro for something like that!
    Please leave the church in the village ..

    Reply

  2. “A big advantage of electric power vehicles is that the fuel can be made on the domestic roof with a photovoltaic system itself. A power storage completes the package and allows optimal use of the generated current. Because it does not make sense during the day the electricity for 11 cents for sale and to buy back at night for 30 cents. Thus, it can be increased by a power storage of the self-sufficiency wheel in the private area.”

    But the author makes up the marketing box without thinking about practice! Either my e-car is at home during the day and charges from the PV system (which will only be available for a fraction of the users). Or traveling it and has to be charged after sunset. The usual installations are not designed to load a consumption of> 20 kWh from the capacity. And if it should go fast during the day, usually come. Even only 11kWh from the house installation, so also for the intermediate sprint about noon is not practical.

    Do not misunderstand: I find the idea well and practice them, but the problem is that it is not harmonized and thus does not meet the actual needs of E-motorists.
    Reply

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