Relay for electric car charger - Page 1
Forum section: electronics / general

author: Faringdon
author_rank: Super Contributor
timestamp: August 09, 2021, 04:17:08 pm
content: Hi,I wish to charge up my electric car from this Rolec wall switch....But how do i know that they have used a good quality, sealed relay? After all, due to situations, this relay may switch ON/OFF multiple times per day, and so the lifetime of the relay could be compromised. Most 16Arms, 250VAC relays only offer some 200,000 operations at 16A. If it switches 20 times per day, then that gives a lifetime of just 1.1 years.Electric car charging wall-switch (16Arms)https://3814f048-6c69-488c-9f3e-e8df0a79bfd4.filesusr.com/ugd/1667b4_c12fc3582f844b2fab75c4ca72218b7a.pdfAlso, the lifetime of 16Arms mains reays is never given for more than 16A....and so what would be the lifetime given an inrush current of some 80A or so?.........i could be looking at this wall switch failing after a few months???....and then i have to call in the electrician to replace it at a high cost......and even worse, i wont be able to charge my electric car while i wait for him to come.Nobody knows what is the inrush current into all electric vehicles on the market....this value is not stated anywhere.......so how can rolec make a wall switch for electric vehicles.Also, relay contacts suffer high increase of contact resistance with humidity, so how do i know they have used a sealed relay?Also, if inrush current has been limited , then how do i know there will be enough inrush to properly "wet" the contacts...because if not properly "wetted", then the contacts can degrade such that the contact resistance goes up dramatically......and at 16Arms, a contact resistance of 100milliohms generates 25W of dissipation........which surely degrades the contacts even faster...I think i need Rolec to tell what relay they have used before i buy their wall switch.......do you agree?

author: alexnoot
author_rank: Contributor
timestamp: August 09, 2021, 05:20:38 pm
content: A relay/contactor can have multiple ratings:https://en.wikipedia.org/wiki/Utilization_categoriesTypically a 16A relay will be rated at 16A for a purely resistive load, once you have inductance/capacitance, the rating will be lower. Doing a quick google search (as I dont have any catalogues atm), a 25A 3ph contactor will be good for about 17kW of resistive load (assuming 400V), yet it's AC-3 rating (typical motor) at the same voltage is 7.5kW...You would never use a simple 16A relay to switch a 16A load regularly. For a resistive load of 16A I would probably use a 25A relay/contactor, you don't operate equipment at 100% of it's rating for extended periods of time.What switch are you talking about? You've linked to a wall-mounted EV charger. They shouldn't really do any load switching, the signaling between the car and the charger makes the charger close it's relays giving power to the car, but the car does the switching.EDIT:QuoteWhat the hell is that even supposed to mean?

author: Neilm
author_rank: Super Contributor
timestamp: August 09, 2021, 06:13:39 pm
content: There should not be a large inrush for an EV. All the wall box does is connect the power. The car should control then ramp up the charging current.

author: Faringdon
author_rank: Super Contributor
timestamp: August 09, 2021, 06:36:19 pm
content: QuoteThanks, as you know, when electrical power (mains) is connected to an EV charger, then there is a large inrush current surge into the output capacitors of the PFC stage....this is only limited by whatever inrush current limiting device that has been used (if any)....they may have only used a 5R resistor,.......which would give an initial inrush of some 80A.There is no way of knowing what inrush resistance has been used on every make/model of electric car. (or the future cars that will come to the market soon)QuoteThanks, but how do you know that there is a switch at the input to the on-board charger?.....in every electric vehicle?...this info isnt presented anywhere?...not that i can find in extensive searching.As you know, there is definetely a mains relay/contactor in the wall box...its a requirement of safety standardsQuoteWhen a relay turns ON and starts to conduct current, there needs to be enough current at "make" time to get a good low resistance contact (a well "wetted" contact)...if there is not, then the contacts are not sufficiently "wetted", and the contact resistance will be higher than its spec'd in the datasheet.......meaning overheating of the contacts, leading to damage through cumulative heat stress......i found this out when i worked in a military company.

author: nali
author_rank: Frequent Contributor
timestamp: August 09, 2021, 06:56:43 pm
content: Quote from: Faringdon on August 09, 2021, 04:17:08 pmYou must be using a different brand of calculator to me... 20/day = 7300/year. 200k @ 7300/year gives 27 years??? Or is it me having a dumb moment?QuoteNo. You use the usual comsumer protection mechanisms we have in this country (do you seriously think they are going to discuss internal components with someone who may or may not buy a single unit?).Even so, even if the thing does fail out of warranty, surely it's within your capabilities to change a relay?

author: ejeffrey
author_rank: Super Contributor
timestamp: August 09, 2021, 07:37:18 pm
content: Quote from: Faringdon on August 09, 2021, 04:17:08 pmYou get someone to do a teardown or do it yourself and see if you can find a data sheet for the part number?QuoteCheck your math on that. Also, why would it switch 20 times per day? That might be a duty cycle for a public charge point at a public charger but home users I would expect more like 2/day.QuoteThe total inrush energy should be pretty small (just whatever load capacitance). Any reputable relay is going to be able to handle this.QuoteIt's a good thing that you discovered this critical flaw before anybody buys an EV or installs a charge point. Have you let all the manufacturers know that it is impossible for them to make the product they have been selling for years and used by millions of people.QuoteAll of this is totally standard product qualification / environmental testing. Different manufacturers will do more or less of this, with more reputable ones and those targeting outdoor or rugged environments doing more and cheap products from fly-by-night companies doing less or none (and also cutting corners on the product). I can't tell you whether Rolec does any of this, but I doubt the worst EVSE on the market is as bad as you paint them to be.QuoteNo that would be bonkers. First off, while a relay in an EVSE is a pretty straightforward affair, most companies aren't going to tell you their circuit diagram. Second, that is completely inadequate for your concern. They could use the fanciest relay in the world but if they don't design the product correctly around it, it will still suck. For instance if the power cable insulation breaks down from ozone or UV, or if the PCB doesn't meet creepage requirements for a dusty humid environment. If you want to ask them anything, ask what environments they are rated for and what certifications they have or what standards they adhere to. And of course check their warranty to see what it covers and for how long.

author: Faringdon
author_rank: Super Contributor
timestamp: August 09, 2021, 07:44:14 pm
content: QuoteThanks, yes thats right, but if the inrush is 80A when the relay switchs ON, then the relay will bounce and be making and breaking 80A...casuing cumulative contact damage.....no relay datasheet gives figures for 80A at "make".Please forgive my math typo...yes that 1.1 yrs was wrong, but its the case of the life of the relay under high inrush current which is more important.The schems of on-board EV chargers is not available....so therefore we have to assume that inrush when mains is connected is possibly 80A or even more.QuoteThanks, maybe many thousands of these wall boxes have already failed after say 3 years....and been replaced , or chucked away...who knows.Maybe most electric cars dont get used that much, so the relay in the wall box only makes/breaks say once every 1 month...

author: alexnoot
author_rank: Contributor
timestamp: August 10, 2021, 04:22:30 am
content: Quote from: Faringdon on August 09, 2021, 06:36:19 pmIt's not just about safety standards, the relay is also part of the whole operation. Most/all wall boxes/home chargers will have a Type 2 outlet (at least that's the case here in Norway), and if you have a type 1 vehicle you use a Type 2 to Type 1 charging cable. A wall box is known as Type 2 Mode 3 charging (example), meaning that they must communicate, the wall box tells the car how much power it's allowed etc. The connector should not be powered at insertion/disconnection, to prevent any arcing that can damage the mating pins/sleeves inside the connector.Power is only connected after communication, that is part of the standard. You will hear the wall box relay close. I think there is a relay in the car as well, it certainly sounds like it on my car. And then the cars onboard charger starts ramping up current (up to the maximum allowed by the wall box, or the cable you are using (also part of the standard)).

author: Monkeh
author_rank: Super Contributor
timestamp: August 10, 2021, 04:26:49 am
content: Just the other day you were saying you have one of these and it failed. Now you're asking if they're any good as if you don't have one? Get your story and pointless threads straight, treez.Quote from: Faringdon on August 09, 2021, 07:44:14 pmEVSEs do not switch on into a load. There should be no significant inrush to speak of.

author: Faringdon
author_rank: Super Contributor
timestamp: August 10, 2021, 04:31:48 am
content: QuoteThanks, i am sure most wall boxes dont have a comms cable connection to the on-board charger.....how does the wall box communicate with the on-board charger?QuoteThanks, thats interesting... unfortunately its impossible to know if every electric car has an input relay on its on-board charger. Also, this relay might just be switchign out a low value inrush resistor........it might be an inrush resistor of 5 ohms, say, which would allow 80A of inrush current at mains peak connection.I wish this info was know-able for all electric cars, and all future electric cars.This info is needed to sepc the relay in the wall box.QuoteThanks, we are speaking of the inrush into the output caps of the PFC stage of the on-board charger...this inrush happens even if the on-board charger is commanded off....this inrush will whizz through the bypass diode that bypass's the PFC inductor.

author: Monkeh
author_rank: Super Contributor
timestamp: August 10, 2021, 04:35:49 am
content: Quote from: Faringdon on August 10, 2021, 04:31:48 amHow can you be so sure when you've apparently done exactly zero research?Your required reading for the day: IEC 61851-1.

author: Faringdon
author_rank: Super Contributor
timestamp: August 10, 2021, 05:57:19 am
content: QuoteThanks, the on-board charger is made by company A, and the wall box made by company B, the two have not collaborated, and so whatever comms the wall box people would put in...would not be able to interface to whatever comms reciever the on-board-charger people may/may-not have put in the car.Also, i have seen the charging plugs...the have live neutral and earth pins only.......no comms pins

author: Monkeh
author_rank: Super Contributor
timestamp: August 10, 2021, 06:01:13 am
content: Quote from: Faringdon on August 10, 2021, 05:57:19 amOnce again, go look at IEC 61851-1. The box you've regurgitated into this thread without thinking naturally employs it, via an IEC 62196-2 Type 2 connector with up tosevenpins, and so does your car.

author: Faringdon
author_rank: Super Contributor
timestamp: August 10, 2021, 06:06:32 am
content: Thanks, ive searched the wall box datasheet from top to bottom, and it says nothing about being able to communicate with the electric car.....https://3814f048-6c69-488c-9f3e-e8df0a79bfd4.filesusr.com/ugd/1667b4_c12fc3582f844b2fab75c4ca72218b7a.pdfJust says it communicates with customers mobile phone.

author: Monkeh
author_rank: Super Contributor
timestamp: August 10, 2021, 06:10:47 am
content: Quote from: Faringdon on August 10, 2021, 06:06:32 amThe second line under features, "Mode 3 (IEC 61851-1) fast charging"I told you to go read IEC 61851-1. As usual you appear to be a pointless troll.

author: Faringdon
author_rank: Super Contributor
timestamp: August 10, 2021, 06:24:26 am
content: Thanks, sorry i cant afford the standards, there are so many of them.The customer expects us to know them...if we dont, they just sack us.Anyway thanks i saw that bit about mode 3 fast charging.......sorry, but i am still not sure how that assures that there is comms between wallbox and car?Anyway, that was indeed very interesting and sidetracked me gratefully..........The main point here is............what sort of inrush limitation is mandated in the on board electric car chargers.....?...or is none mandated? I am speaking of the inrush into the PFC output capacitors of the on-board charger...which happens whether or not the charger is commanded or or off.

author: Monkeh
author_rank: Super Contributor
timestamp: August 10, 2021, 06:29:54 am
content: Quote from: Faringdon on August 10, 2021, 06:24:26 amTry googling the terms.QuoteAnd yet, just a little while ago, you said:Quote from: Faringdon on August 09, 2021, 07:44:14 pmSo how exactly do you know this happens?There will be very little inrush energy, because until the car decides to charge and begins closing the appropriate contactor(s), there's almost nothing actually connected to the supply.

author: nali
author_rank: Frequent Contributor
timestamp: August 10, 2021, 07:38:41 am
content: This is where you don't help yourself with changing & misleading stories. You start the thread with:QuotethenQuoteSo, is this a personal purchase for your own car, or are you developing some commercial product to interface with this switch?If it's for your own car just buy the thing. If it fails it should be covered by warranty, be fit for purpose etc. etc. and there are bodies such as Trading Standards to enforce if not. If it's commercial then well, you'll just have to do a bit of reading (and spend a bit of money).

author: alexnoot
author_rank: Contributor
timestamp: August 10, 2021, 07:51:58 am
content: QuoteIt's quite simple, and as I've said before: No comms, NO POWER! Shove some meter probes up there and check for yourself. The communication is required to even enable the power.And why are you so horny on your 80A of inrush current? If you are really that worried, you should also check your circuit breakers, and your main fuse, can they handle this awful 80A inrush current?I'm not sure of what you're even trying to accomplish with all your questions...

author: fcb
author_rank: Super Contributor
timestamp: August 10, 2021, 08:13:46 am
content: 1. Buy your standard from evs.ee (Estonian standards agency), it'smuch muchcheaper - like something like 10x cheaper.2. Leaf (mk1) has a 5 pin Japanese style (Type 1) AC connector and a CHAdeMO for fast DC. Not the 7 pin (Type 2) or CCS for fast DC.3. Leaf (mk1) charges at 3kW or 6.6kW (option) max via AC.4. There is no significant 'in-rush' with either AC or DC charging - the car controls both and gently ramps up current after performing earthing checks. You are talking rubbish. Have you measured it?All this talk of wetting relay contacts is utter tosh. Even the shittiest EV (early UBER BYD E6) out there doesn't have a significant in-rush (unlike EMC).5. EVSE only need to comminucate with the outside world IF you want the UK gov subsidy. If you don't then you can fit a dumb charger.6. Rolec EVSE stuff HAD (as in past) a terrible reputation amongst installers. They've likely sorted out the guts - they aren't stupid.7. AFAIK all EV's perform an earthing integrity check (N-E voltage), so find it difficult to believe you've seen a two pin only EVSE. Pix??Panasonic do some nice EV specific relays (AHES) and I've designed in Finder 66 and 67 into various EVSE in the past as well. NEVER had a problem with either.

author: alexnoot
author_rank: Contributor
timestamp: August 10, 2021, 08:49:06 am
content: Quote from: fcb on August 10, 2021, 08:13:46 amI just want to point out that no one was talking about any such communication.To not confuse the already confused topic starter: All modern Mode3 chargers communicate with the car. Even a dumb, offline, basic charger.To get something dumber, you would need a very old car, using Mode1: direct mains into the car, with nothing else. I think that was used by very old cars using lead-acid batteries. No charger sold to any modern car is that dumb.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: August 10, 2021, 09:18:36 am
content: Quote from: Faringdon on August 10, 2021, 05:57:19 amHave you not heard of Wikipedia ?No need to buy standards, here is everything you need to know :https://en.wikipedia.org/wiki/SAE_J1772This describes the US Type 1 connector, the Type 2 connector used in Europe differs only in physical format - the protocol is the same.TL;DR :The wallbox sends a 1kHz PWM signal to the car via the CP pin on the charge plug, the duty cycle of which tells the car how much current it's allowed to draw (This can change dynamically, e.g. for solar).The car puts a load on this line to request the wallbox to turn on the mains contactor.In addition the PP pin on the connector is used to identify the current capability of the charge cable.If your car's connector genuinely only has 3 pins, it's a very old/oddball car.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: August 10, 2021, 09:22:53 am
content: Quote from: Faringdon on August 09, 2021, 04:17:08 pmWhy would a car chargepoint switch 20 times per day?Part choice is about selecting the most appropriate part for the likely operating conditions.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: August 10, 2021, 09:40:03 am
content: Quote from: fcb on August 10, 2021, 08:13:46 amI've ony seen a few onboard charger internals, but the Zoe is the only one I'm aware of that actively checks earth integrity, due to the massive EMC filter needed for its 43kW charging system, and maybe also due to having more potential mains-earth failure points because it uses the motor windings as part of the charger.As regards inrush, I have a 3kW OBC here ( not sure what car it's from), which has active inrush limiting ( relay+resistor)BSEN62572, the standard for level 2 portable chargers, references ISO17409, and includes the attached graph

author: fcb
author_rank: Super Contributor
timestamp: August 10, 2021, 01:01:24 pm
content: Quote from: alexnoot on August 10, 2021, 08:49:06 amYou are confusing AC charging with DC charging:Mode 1: obsolete, basically plug your car into the mains - the last car I think that had this was the G-Wiz.Mode 2: lump-in-a-cord EVSE, limited to 10A, also known as 'granny charger'.Mode 3: wall box EVSE, limited to 63A single and three phase (typically 7.2kW single in the UK) - very common.Mode 4: DC charger, 20-150kW typically. Porsche/Audi/TESLA go higher. TESLA, uses own standard and provides adaptors.High-speed (DC) charging requires the car actively communicate with the charger (as in data transfer), and always has.AC charging does not require data transfer and never has (assuming you don't consider a 1KHz square wave and a few diodes communication).Mike has explained this, and so does the WIKIpedia entry he linked to.Modern EVSE (AC 'chargers') are basically a switch for the mains, they do other functions like check PP pin to EARTH (determines size of cable from built-in resistor - done at both ends), vary the 1KHz PWM (this allows the EVSE to suggest a maximum current draw for the charger, 25% PWM=16A, 50% PWM=32A, etc...) and recently some can check for broken PEN conditions.In-order to get a UK subsidy for your EVSE you require some level of communication with the charger manufacturer which then reports back consumption, hours, etc... mainly for demand research. Also UKPN want to be able to control your EVSE to lower grid demand under certain circumstances. Bear-in-mind that EVSE makers want to keep the price as high-as-possible for as long as they can, so they add flummery and fluff - some of which works if you have solar panels, wind-turbines and electric heating and special tariffs. But really it's just a relay.

author: alexnoot
author_rank: Contributor
timestamp: August 10, 2021, 04:14:46 pm
content: Quote from: fcb on August 10, 2021, 01:01:24 pmI'm not confusing anything with anything. You are just nit-picking over what "communication" is."Signaling" might be a better word, but to me it's communication none the less, although very basic. The wall box will communicate it's maximum allowed current, the car will communicate it's current state (charging, not charging, I don't remember the exact states and signals).A traffic light is just a light, yet also a form of communication. To me, anyway.QuoteSome people might call that data, or do you disagree? A simple "encoding" of a value. And it is being transfered/broadcast, yes? So, it's some kind of data transfer, right?The internet is just some blinking lights inside glass tubes...We're on the same page, please stop nit-picking over such simple details.

author: Gyro
author_rank: Super Contributor
timestamp: August 10, 2021, 06:16:49 pm
content: Quote from: Faringdon on August 10, 2021, 06:24:26 amTrying to be sympathetic, it would probably be useful if you could clarify the situation to give best advice. You have traditionally had problems in differentiating 'I', 'my','we', 'us', 'our' etc. in your posts.It's not clear what you mean by the customer. Are you working alone as a contractor for a UK company, where others have been fired for not knowing the standards?Are you working for a company that is developing a charger solution for manufacture, or trying to sell it to a manufacturing company or brand (which you think will dump your company if they realize that you are 'winging it' and don't know the standards that you're supposed to be designing to)?Are you trying to develop something as an individual to try to sell to a company?Are just trying to fix your improve your Rolec charger?It is a confusing situation, I can't think of any situation where a UK company would expect its employees to have memorized complex standards and fire them if they haven't. Any engineer is going to need to refer to the written details of a company copy of the specs, expecting otherwise would be really unfair (challengeable at a tribunal).Did you get into the awkward situation of going for a job claiming that you knew standards that you don't? (I was a bit perplexed the other day when you said you didn't know or have access to the IET wiring standards, considering the amount of mains powered LED lighting you've done).You've mentioned the Rolec charger (charging point) in several threads. Are you trying to copy or emulate that charger (maybe because it's one of the simpler, modular ones)? If so it's probably a poor subject by now. From what I've seen, installers are only interested in using smarter chargers with inbuilt PEN fault detection these days - they can install them quicker, have less cost and hassle with installing a separate PEN fault protector next to the end customer's consumer unit. The additional cost of a better charger can be passed on to the customer, but increased installation hassle and time reduces the number of installations that they can do, which they probably can't profitably offset in labour time.

author: bdunham7
author_rank: Super Contributor
timestamp: August 10, 2021, 06:35:27 pm
content: Quote from: fcb on August 10, 2021, 01:01:24 pmWhy would you assume that? It is true bidirectional communication of a specific type. It's simple, but what you would call it other than communication?

author: bdunham7
author_rank: Super Contributor
timestamp: August 10, 2021, 06:41:09 pm
content: Quote from: Faringdon on August 09, 2021, 04:17:08 pmWhy a 'sealed' relay? Most EVSEs that I see have a fairly large open-frame contactor. The primary concern seems to be contact welding, although I'm not sure why that would happen in normal operation. EVSE contactors or relays seem to have additional contact sense terminals to detect welding. As for how you know what they have used, you take it apart and look.

author: Gyro
author_rank: Super Contributor
timestamp: August 10, 2021, 07:15:30 pm
content: The Panasonic relay that he references in his other thread (Yes, I know), has force disconnect contacts, providing protection against contact welding (as EN60947-4-1) if used correctly!...https://www.eevblog.com/forum/beginners/contact-resistance-of-relay/

author: Faringdon
author_rank: Super Contributor
timestamp: August 11, 2021, 04:49:29 am
content: QuoteThanks, i did wonder how to drive the relay so as to prevent welding of contacts.......i assume the way to avoid welding is to drive it with a low holding current?......or maybe a high holding current is better to stop welds?.....though inrush is the main weld causer i believe.

author: Faringdon
author_rank: Super Contributor
timestamp: August 11, 2021, 06:22:13 am
content: QuoteThanks, but i must apologise as i dont htink i explained myself well enough......i am not speaking about anything to do with the charger gently ramping up the current......i am speaking of the inrush into the PFC stage output capacitors, which happens at the instant that the mains is first applied to the charger.....whether the charger is ON or OFF.It is this situation that is not addressed in EV charging standards........and will be the cause (and already probably is) of massive numbers of scrap wall boxs due to welded relay contacts.There is nothing in any standard which says this has to be limited to any degree....it can be well over 80A.....it will weld relays when they "make" it.(BTW, thanks for info on comms with charger...i now see it has the two wires that you describe for comms......an EV worker tells me that a charger may not be commanded to charge at a lower power than 1.6kW.........?)

author: ejeffrey
author_rank: Super Contributor
timestamp: August 11, 2021, 08:15:18 am
content: No mains relay is going to weld itself shut from the "surge current" of charging an EMC filter capacitor, much less the relatively big contactors used in EVSEs.If you are worried about this, try calculating the charging energy (1/2 CV^2) and the actual worst case peak current (make sure to include the inductance of the cable and the building wiring back to the transformer)

author: Gyro
author_rank: Super Contributor
timestamp: August 11, 2021, 08:32:52 am
content: Quote from: Faringdon on August 11, 2021, 04:49:29 amNo, you drive the coil as normal - in fact if you try reducing the holding current then you might reduce contact pressure and increase contact resistance (although very unlikely though once the relay has closed).The relay is mechanically constructed so that one pair of contacts cannot close if the other pair is still closed (welded), You need to monitor the N/C contacts - if they fail to close when the relay is de-energised then the N/O contacts are welded. It is all explained, with diagrams showing worst case contact spacings under failure conditions, in the datasheet that you posted in the other thread.

author: fcb
author_rank: Super Contributor
timestamp: August 11, 2021, 10:39:14 am
content: Quote from: Faringdon on August 11, 2021, 06:22:13 amWe have never come across welded contacts in an EVSE (including the EVSE's I've designed with production volumes in 6 figures...) - this simply isn't an issue. To be ZOE compliant (probably deprecated, but it was a thing in 2014/15) you had to put two sets of contacts in series and have checking between them. Belt & braces - but it did pretty much guarantee you could detect welded contacts. So a three phase EVSE would have four large DPST relays in it.'Comms' (signalling) is only one wire (CP) and earth. The PP connection (resistor to earth) is in each plug only and there is no PP wire in the cable.The EV can only signal to the EVSE to connect/disconnect - there is no signalling of state-of-charge by the car to the charger with AC EVSE as standard.In the EV's I've seen (Renault, Nissan, Tesla, BMW, Mercedes, BYD, Mitsubishi, GM) the AC charger (built in to the car) does not connect to the bridge rectifier/PFC/SMPSU until the AC is present.Typically once the relay(s) are energised, you then PWM them at a much lower power level. We did extensive testing to find the lowest amount of energy required to reliably hold the contacts in - this is a pretty useful technique, in-fact some of the automotive contactors require this (look-up Czonka).

author: Wolfram
author_rank: Frequent Contributor
timestamp: August 11, 2021, 12:39:23 pm
content: Quote from: Faringdon on August 11, 2021, 06:22:13 amAre you sure there's nothing in IEC 61851-21-1:2017 about inrush? Earlier you wrote that you couldn't afford the standards, did you buy and read all the relevant standards since then? Stating that "there is nothing in any standard" without actually having read them is dishonest at best.Thanks in advance

author: Faringdon
author_rank: Super Contributor
timestamp: August 12, 2021, 05:15:50 am
content: QuoteThanks, do you mean there is a delay between the AC being connected to the OBC, and then the OBC actually connecting to the bridge rectifier of the its charger?....so in other words, there cant possibly be inrush into the PFC output caps of the OBC?