Brochure
Summary: RCD/dierential-current monitoring:
It is always mandatory to integrate an RCD (min. Type A/30 mA).
In the event of a fault, DC fault currents may be entrained from the
electric vehicle into the domestic wiring via the charging cable.
As an alternative to the RCD Type B, it is also possible to use a dieren-
tial-current monitoring module RCM in combination with an RCD Type
A. On the 2-channel versions, one of the charging points continues to
be available as an autarkic unit while the defective one is interrupted.
Positioning of a sensor system for detecting DC fault currents on a charging station
The simplied structure of an AC charging station in a commercial environment with the EV
CC Basic and the two-channel EV-RCM Compact module permits separate monitoring of two
charging points
If no further fault current is detected, the charging point is activated
automatically again and is thus available for the next charging opera-
tion. An RCD Type B would typically remain tripped. Manual actuation
is required in order to enable a further charging operation. The avail-
ability of the charging station is thus restricted and this means that
additional costs may be incurred for servicing and maintenance.
Solutions must be scalable
In a few cases, the buildings are constructed with a complete charging
infrastructure right from the very start. It is frequently the case that only
a few charging points are installed initially so as to be able to respond
exibly to future needs. At all events, it is advisable to lay empty con-
duits for supply and data cables.
Intelligent charging controllers communicate with the vehicle
in order to cut costs
A typical modern oce block, e.g. a bank with 220 sta, consumes an
average of 180 kW of energy per day. If only ve percent of the sta
charge their electric vehicles at work, this corresponds to an additional
load of almost 20 percent in the case of single-phase charging with 13
A.
However, if 25 percent of sta with an electric vehicle charge them
during working hours, the power demand of the building doubles.
The system necessarily collapses without intelligent communication
between the vehicles, the electronic charging modules and the oce
block.
Charging Standard 3 in accordance with IEC 61851-1 is intended
to counter this. It allows for the power demand of the building, the
number of vehicles to be charged and when they are to be used again.
It also dynamically evaluates the up-to-date charging currents of the
individual vehicles. Individual vehicles can be prioritised automatically
in the case of load peaks or energy shortages. Load management can
also be coupled to production of regenerative energy. This exibly
matches the charging power to the current output of the solar-panel
installation on the roof of the building.