EVS28 KINTEX, Korea, May 3-6, 2015

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1 EVS28 KINTEX, Korea, May 3-6, 2015 Test Cases Research for AC Portable Home Charger of Electrical Vehicle Sungki Hwang Kyungshin Corp. 98, Gaetbeol-ro, Yeonsu-gu, Incheon, Republic of Korea Abstract AC Portable Home Charger is so convenient to customer because it is not a heavy and big size. In a natural behavior, customers figure out the small size of equipment and fast way to the Electrical vehicle. ICCB (In-Cable Control Box) is one of the good models to use to easy. As we mentioned, ICCB has a lot of advantages by comparison with AC Charging Station. But ICCB have to analyse so many factors to protect customer and itself. Keywords: ICCB (In-Cable Control Box), Test Cases, AC Portable, User protection 1 Introduction Due to global warming and depleting petroleum resources, the trend of the automobile industry is changing from internal combustion engines to environment-friendly vehicles using electric energy such as EV (electric vehicle), HEV (hybrid electric vehicle), and PHEV (plug-in electric vehicle). Among these vehicles, those that receive electric energy from external sources are required to comply with standards for compatibility between vehicles and devices by national and regional governments. Charging methods are largely divided into public at stations and home that allows individuals to charge at home. In this study, a development validation method for home devices was investigated. 1.1 IC CPD For home devices that are directly used by general consumers, requirements for safety and control for maintenance of compatibility with vehicles are emphasized. This paper discusses validation methods for safety such as overload and leakage detection and for efficient sequence. The standards for home chargers are specified in IEC62821, SAEJ1772, and others. It is the responsibility of developers to find the optimal conditions within the standards. 2 Main Discourse 2.1 Trends of ICCB International Standards The basis for application of ICCB (In-Cable Control Box) and related standards are specified in IEC , and it belongs to Mod2 in the classification by form (Mode1~4). The EVs (electric vehicles) are directly connected to the AC charge network via a cable including an ICCB with control pilot and circuit breaker features. Therefore the development specifications must e selected according to country-specific voltage/current requirements. The electric current standards are divided into 220V/60Hz/10A in South Korea, 120V/12A/60Hz in North America, and 230V/50Hz/10A in Europe. As the demanded ratings differ by region, the international standards must be reviewed in the EVS28 International Electric Vehicle Symposium and Exhibition 1

2 preliminary analysis step and the detailed specifications need to comply with both the safety and electromagnetic wave requirements. Table 1. Classification by type Divisi on Mode 1 Mode 2 Mode 3 Form Method Charge EV is directly connected to the AC power network via charge cable. EVs (electric vehicles) are directly connected to the AC charge network via a cable including an ICCB with control pilot and circuit breaker features. Charged through a dedicated device that is permanent ly connected to the grid. The control pilot feature s provided by the device (EVSE). 2.2 Development of ICCB Specifications The specifications of ICCB need to satisfy the general specifications of the regulations, related laws, and vehicle environment. They can be classified largely into four regulation items: prohibition of materials and parts containing top four heavy metals, vehicle safety standards, material marking, and consumer protection regulations. As the related laws differ by country, they must be sufficiently analyzed and reviewed in the initial specifications analysis stage and reflected in the development specification documents. Table 2. ICCB standards for slow Regulated Related laws items Prohibition of materials and parts containing top heavy metals four Vehicle safety standards Material marking Consumer Protection Standards EU : Directive 2000/53/EC Turkey: Regulation on Control of End of Vehicles South Korea: Ministry of Land, Transport and Maritime Affairs Order No items of Article 18, 1 item of Article 91 Europe: ECE-R 100 (Certification of electric vehicles) - 9 out of 18 items are satisfied (9 items are not applicable) Canada: Charter of the French Language of the Quebec State Law 1 item EU : ELV Directive Article 8.1 Turkey: ELV Regulation North America: UL2231-1/2, UL2594, etc. Europe: IEC /22, etc. Domestic: KSC IEC , etc. 2.3 ICCB Working Principle and Charging Sequence For operation of the ICCB, the ICCB is first plugged to the wall outlet to charge the battery. When the vehicle is connected with the connector, it changes sequentially from charge standby (A state) to connector connected (B state) and (C state). If a error occurs, it changes to the Fault mode (D/E/F). For the voltage of the Control Pilot, DC +12V is generated in A state, which is changed to DC +9V once the connector is connected. The ICCB must detect this and generate square waves (PWM) of +9V, -12V, and 1 KHz. In C state, when the vehicle needs, the switch is connected to generate +6V and -12V square waves (PWM). The ICCB interprets +6V as request for and the relay applies an electric current. If any problem such as leakage detection and relay fusion occurs at the ICCB during, it immediately stops through self-diagnosis. Therefore, the ICCB specifications must be defined in detail according to the sequence to match its timing and functions with the vehicle environment. EVS28 International Electric Vehicle Symposium and Exhibition 2

3 Table 3. Definition of states by mode (based on SAE J1772) Mode [A] 12 [B] 9 [C] 6 [D] 3 [E] 0 [F] -12 Voltage [V] Figure 1. Charging sequence Description of state Not connected with vehicle vehicle / Before preparation for vehicle / Charging / No need for ventilation vehicle / Charging / Ventilation needed Not connected with vehicle EVSE: Not usable, other problems 2.4 ICCB Validation Method To validate ICCB after analyzing the requirements, an evaluation method under the actual user environment is needed. The validation method in line with the vehicle environment must be developed on the basis of international standards and the performance and durability must be verified through the actual component/vehicle. This validation method is presented below. Firstly, an environmental analysis for the ICCB that is designed for external use is required. 1. Effects of outdoor temperature (high, low) 2. Chemical effects 3. Water, ultraviolet rays, dust, rain, ice, and undefined external factors Furthermore, validation methods and validations are required for various conditions that can occur in the actual user environment of the ICCB. Secondly, the mechanical durability of the ICCB needs to be analyzed. 1. Vibration in actual vehicle mounting condition 2. Conditions to iron ball shock and dropping 3. Wear resistance No DV evaluation item No DV evaluation item 1 CCID operation 16 Surge evaluation verification 2 Radioactive RF Humidity condition & 17 electromagnetic field leakage current resistance Conductive RF 3 Drop 18 electromagnetic field resistance 4 Vibration Electrical fast transient 19 (EFT) phenomenon/ Burst resistance 5 High impedance Electrostatic discharge 20 grounding (ESD) resistance Ground Power frequency 6 surveillance/intermission 21 magnetic field resistance 7 General temperature 22 Withstand voltage 8 Overload 23 Relay fusion 9 Durability 24 Self-diagnosis Low resistance CP malfunction grounding 11 Abnormal operation 26 Temperature sensing Extremely low Temperature rising resistance grounding 13 Short-circuit 28 Insulation resistance 14 Management circuit 29 Appearance of part Control pilot 15 communication/ 30 Outer dimensions Indicator The safety issues during use that can occur in users must be selected and validated as the most important item. EVS28 International Electric Vehicle Symposium and Exhibition 3

4 Thirdly, the following user protection systems must be analyzed: 1. Leakage current detection system 2. Overload detection system 3. Over-temperature detection and relay fusion system The CP monitoring signals are inputted to the ADC (Analog to Digital Converter) of the MCU and the voltage level is converted to digital values by ADC to detect the level of the current state. The ICCB performs leakage, GMI, and self-diagnosis for each operation state, and immediately switches to protection mode and blocks power supply when any error is detected. When the input power is between 15V and 300V, the voltage between conductor and nonconductor must not exceed 150V, and dual protection is additionally required besides the basic insulation. Any one of the following requirements must be met. - Insulation condition: BI (Basic Ins + CCID20 + GM/I or D1 (Double Ins +CCID20 or RI (Reinforce Ins +CCID20) Furthermore, the resistance of the grounding circuit is limited by 150 Vrms which is a potentially unpermitted value. 150 Vrm is a value that needs caution as an accident path of 인명 and requires an inspection of the integrity of the grounding circuit. 인명 must be horizontal to the grounding path. This is because the potential of accident is generated at the location where an error (fault) occurred in the circuit. Figure 2. Charging sequence can occur in the user environment, such as follows: 1. Waterproof 2. Durability to iron ball shock and dropping 3. Wear resistance Table 5. Validation items among bad conditions Division Spec. conditions Bad conditions Evaluation criteria Test results Waterproof ES (slow connector) 5.13 About 400 mm distance from the drain pipe Water pressure: 1Kgf/cm, Room temperature, 30 min water spray Water spray time: 90 min. water flow into the ICCB problem water inflow and no error Drop ES Drop three 0.91m height to Drop nine 0.91m height to Drop three 2m height to problem in appearance and functions damage and no error Wear resistance MS (Plastic molded product) 4.3 Friction count: Back and forth 1500 times Appearance check: A little surface wear is detected, but is not severe (grade 3) - There is a surface wear, but it is not severe. Furthermore, ICCB requires validation under various conditions including bad conditions that Figure 3. Charging system EVS28 International Electric Vehicle Symposium and Exhibition 4

5 Furthermore, if display, variable rated current, and voice guide features are added by manufacturer to develop better merchantable products from the users viewpoint, they must be validated with a validation method. A new validation method based on the evaluation method presented above was developed through an analysis of the evaluation specifications for automotive parts, and its reliability was proven under component and vehicle conditions. In particular, the tuning conditions must be incorporated in the process of implementing and evaluating the requirements of international standards as well as actual functions. For example, the voltage level for each state of the control pilot must match the criteria of actual vehicle environment. Even though the design follows standards, each environmental factor must be considered. These parts require the longest validation time in the actual development process. 3 Conclusions The cases for improvement of the user safety of slow ICCB for EVs and a validation method for their performance were examined. This study was significant in that a validation method for the ICCB from the environmental, mechanical, user protection, and bad conditions aspects of the ICCB was developed and validated through application to actual products, essential certifications for product selling in each country were acquired, the international standards were satisfied, and new vehicle evaluation specifications were established. There are already established international standards for the safety of slow charger. However, it is impossible to satisfy the standards of all regions with the reliability evaluation method for specific regions of South Korea, Europe, and the North America because the requirements are different by region. Therefore, a new evaluation method needs to be developed in consideration of these circumstances. EVS28 International Electric Vehicle Symposium and Exhibition 5