HIOKI sets a new industry standard with its all-new PW8001 Power Analyzer. With up to eight modular power channels, it is the only bench power analyzer on the market with 1500 V DC CAT II inputs, fulfilling the requirements of today’s PV applications. At the same time, high bandwidth and industry-leading current sensors allow for unrivalled accuracy for example when developing state-of-the-art SiC and GaN applications.
Best protection against external noise is guaranteed because of the highest Common Mode Rejection Ratio in the industry for both power analyzer and current sensors designed by HIOKI. In addition, the 15 MHz sampling rate and 18-bit A/D conversion result in extremely accurate measurements and waveform reproducibility.
As unique feature, the automatic phase shift correction function of the PW8001 allows for accurate reactor or transformer loss measurements at high switching frequencies. Optional four motor inputs enable the complete analysis of multiple motor systems like drones, robotics or in-wheel motor drive systems of electric vehicles.
Key Features
Up to 8 modular power channels
Unrivalled accuracy for high currents at high frequencies
The Electric Vehicle Supply Equipment (EVSE) consists of all the equipment needed to deliver electrical energy from an electrical source to an electric vehicle’s battery (EV). The EVSE communicates with the EV to ensure that the charging coupler is securely connected to the vehicle receptacle before supplying a safe flow of electricity. There are two types of EVSE’s, the first one is an AC EVSE which supplies AC power to the vehicle, where the vehicle’s on-board charger converts the power from AC to DC to charge the batteries. The 2nd type— DC fast charging— provides DC electricity directly to the vehicle’s battery.
Overview of the Chroma AC Chargers
Level 1 Chargers – The AC L1 chargers deliver single or 3-phase AC power to the EV OBC, and take 8-12 hours to charge a battery.
Level 2 Chargers – AC Level 2 chargers are stationary chargers that are hard-wired to an electrical power supply like a breaker box. These chargers also provide AC power to the OBC for conversion to DC power to charge the battery. These chargers deliver twice as much power so they take half as long to charge as compared to the L1 chargers—charge time for these Level 2 chargers is 4-6 hours. Last but not the least, is the DC fast charger, which has its own on-board charger to convert the incoming AC power to DC power. That DC power is then delivered through the coupler directly to the DC battery on the vehicle.
Level 3 Chargers – Level 3 DC fast chargers can charge a battery to 80% in 30 minutes or less.
EVSE Standards Geography
EVSE standards are in general, based on geographic location. While the USA and Europe support SAE, ISO, and DIN standards, which are very similar, China and Japan have requirements that are unique to their location. A majority of the EVSE installations globally, are DC fast chargers that utilize CANbus communication and follow GBT standards. China is far ahead of the rest of the world in regards to establishing an EVSE charging infrastructure.
Coupler Interface by Region
The connectors are level and region dependent. Featured here are the different charging
interfaces available worldwide, which can be roughly divided into four regions: North America, Japan, European Union, China and a specialty connector used by Tesla.
EVSE Standards
SAEJ1772 (AC/DC)
SAE J1772 is a North American standard for electrical connectors for electric vehicles. It covers the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler (AC Only). The intent of this standard is to define a common electric vehicle conductive charging system architecture including the operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector.
ISO 15118 (AC/DC CCS1/CCS2)
ISO 15118 is an international standard that outlines the digital communication protocol that an electric vehicle (EV) and charging station should use to recharge the EV’s high-voltage battery. As part of the Combined Charging System (CCS), ISO 15118 covers all charging-related use cases across the globe. This includes wired (AC and DC) and wireless charging applications and the pantographs that are used to charge larger vehicles like buses.
DIN 70121 (DC CCS1/CCS2)
The German technical specification DIN SPEC 70121 is based on an early, unpublished version of the ISO 15118 standard and defines digital communication between an electric vehicle and a DC charging station. DC stands for direct current, which means DIN SPEC 70121 covers only the DC charging mode whereas ISO 15118 covers both AC and DC charging modes.
This means that a charging station that only supports ISO 15118 cannot charge an EV that only speaks DIN SPEC 70121. But if the EV is able to speak both dialects, then it can be used with either charging station—the same holds true on the EVSE side, if the EVSE can speak both ISO and DIN spec, then it can be used with both EV’s.
Another key distinction between ISO 15118 and DIN SPEC 70121 is that the latter does not support Plug & Charge, meaning: no secured communication via Transport Layer Security (TLS), no digital certificates, and no XML-based digital signatures so authenticity and data integrity can’t be ensured. Also, no smart charging is possible via DIN SPEC 70121, meaning: you can’t send charging schedules to the EV to make it charge in a smarter, more grid-friendly way.
DIN SPEC 70121 was created as an interim solution to get the market up and running until ISO 15118 was released. In reality, DIN spec’s days are numbered, as ISO 15118 and its wide range of additional features are fast becoming the industry standard.
EV Charging System Overview
There are two types of electric vehicle supply equipment: AC EVSE and DC EVSE. For an AC EVSE, the power will pass through the OBC where it is converted to DC power to charge the battery. Because the power is essentially consumed during conversion, the charging speed is slow, typically taking 4-12 hours to fully charge a battery.
DC EVSE, or commonly referred to as the DC Fast Charger is where AC power is converted to DC power at the EVSE and it charges the battery directly, which typically results in a charge time of 20 to 30 minutes. Power always needs to be converted from AC to DC when charging an electric vehicle; thus the technical difference between AC charging and DC charging is whether the power gets converted outside or inside the vehicle.
EVSE Test System
In regards to testing a L1 or L2 EVSE, there are typically three major components including: a grid simulator which act as the power input to the EVSE from the grid. An AC EVSE control unit provides the Control Pilot and Proximity detection signals back to the EVSE, basically emulating the EV side of the transaction. The last major component is an AC load to accept energy from the EVSE as if it were an OBC. Standard test cases show two types of tests for AC EVSE’s- one is related to power, whether it be in or out, and the other is related to communication, or in this case, the CP signal.
User selectable single phase or three phase output
Full 4 quadrant, fully regenerative up to 100% of output current rating
Programmable slew rate settings for voltage and frequency
Synchronize TTL signal of voltage changing
LIST, PULSE, STEP mode functions for testing Power Line Disturbance (PLD) simulation
Harmonics, inter-harmonics waveform synthesizer AC EVSE Charging Test Items
AC EVSE Charging Test Items
Control Pilot Signal
Abnormal Control Pilot Signal
Current Capacity
Couple Disconnection
AC Energy Transfer
Harmonic Distortion Immunity
Voltage Interruption and Variation
Input Output Test
Test Standards
SAE J1772
GB/T 18487.1
IEC 61851-1
AC L1/L2 EVSE Test System
Chroma’s EVSE test system features an AC source, or a grid simulator feeding input power to the EVSE. The EVSE is then interfaced to the Chroma AC EVSE control unit by connecting the charger gun to the socket on the EVSE control unit. Chroma has developed a 3-in-1 AC EVSE control unit that is capable of interfacing to the regional couplers—SAE, GBT, or IEC connector standards.
AC Load
The last major component is the AC load, which acts as the OBC to receive power from the charger. The test system requires a digital multimeter to measure the control pilot signals from the EVSE as well as an oscilloscope to measure the timing of those signals as well as other time based events that happen during the charging process. All related standards, SAE IEC GB, require timing certain events that need to take place within a certain amount of time.
This System utilizes a grid simulator in lieu of a programmable AC source or power supply. The Chroma grid simulator on the OBC side of the system efficiently regenerates the EVSE power back to the grid.
Understanding which test cases are advantageous or necessary to run is very important. Are you looking to verify that the EVSE can communicate to the EV and start the charging process? If that is the case, you could get by with facility or grid power and integrate a very small AC load with the Chroma EVSE control unit. While some customers have in-depth knowledge of their testing needs, others need some consulting to make sure that they are not buying more than they need, or to make sure that their system is flexible enough so that it can be upgraded in the future if their testing requirements are expanded.
MDL Technologies has the technical background to help you understand which tests you will need to run as well as the required instrumentation to provide a system that will meet your needs today and be easy to upgrade in the future.
Test Cases
Control Pilot Signal
Abnormal Control Pilot Signal
Current Capacity
Couple Disconnection
AC Energy Transfer
Harmonic Distortion Immunity
Voltage Interruption and Variation
EVSE Invalid Test
Input Output Test
SAE J1772 AC EVSE Test Cases
Control Pilot Signal Test
Control Pilot, commonly referred to as CP, is the PWM voltage signal that communicates the various states of the charging process between the EVSE and the EV; For example State A is disconnected, State B is vehicle that is connected, but not ready to charge, and state C is connected ready to charge. The CP signal test utilizes the Chroma AC EVSE control unit to simulate the expected, or normal, EV side CP signal relays and verifies that the EVSE is communicating per the related standards.
In the same regard, the Chroma AC EVSE control unit can simulate an abnormal CP signal where the PWM signal is out of range, or invalid, and evaluate how the charging system reacts to it. For SAE J1772, the test system utilizes the oscilloscope and digital multimeter to measure the control pilot of EVSE for voltage accuracy, frequency, and the rise and fall times.
Coupler Disconnection Test
The Chroma AC EVSE control unit is commanded to go to state A, which is the Static state, from any other state of charging or communication. Test the EVSE to put itself in a safe state which could be based on an internal or external fault, or when the couple is disconnected from the car during the charging process. Again, the digital multimeter is measuring the CP signal and the oscilloscope is measuring the time it takes to enter State A, which in this case is 100ms.
AC Energy Transfer Test
Another timing test, in this case the Chroma test system utilizes the AC EVSE control unit to switch from state B2 to state C or D, or alternately from state C or D to state B2. The Chroma Test System will utilize a scope to measure the delay time until the contactor closes, or in the latter case opens, and initiates AC energy transfer in response to the switching event, which needs to be 3 seconds or less per SAE J1772.
DC EVSE System
In a DC charging station, AC power provided by the AC grid is converted into DC power using a rectifier inside the DC charging station. The power control unit adjusts the voltage and current of the DC/DC converter inside the charging station to control the variable DC power delivered to charge the battery. There are safety interlock and protection circuits used to de-energize the EV connector and to stop the charging process whenever there is a fault condition or an improper connection between the EV and the charger.
The battery management system or BMS plays a key role of communicating with the charging station to control the voltage and current delivered to the battery and to operate the protection circuits in case of an unsafe situation. Note that the ISO and DIN specs utilize PLC communication while the GB and CHAdeMO specs utilize CANbus communication.
Key ATE Components for DC Fast Charging
The main and obvious difference between an AC L1/2 and a DC fast charger is that DC fast chargers put out DC power at the gun. Another major difference is that when using a DC fast charger, the EVSE charges the battery directly without requiring an OBC on the EV side.
Chroma’s DC EVSE test systems have 3 major components including a grid simulator which represents the input power to the EVSE, a DC EVSE Emulator which could be CCS or CHAdeMO, which handles all of the communication back to the charging station essentially simulating the EV. Finally, a battery simulator to accept the power from the charger to simulate the power to the battery.
DC EVSE Test System
Chroma’s DC Fast Charger test system is very similar to the AC EVSE testers. It features a grid simulator, or an AC source, providing input power to the EVSE simulating test conditions such as line relation, peaks, surges, sags, power factor, etc. The Chroma DC EVSE control units which can be CCS, GB, or CHAdeMO simulates the BMS from the EV battery. The CCS EVSE control unit utilizes much of the same CP topology, but also incorporates a high Level communication protocol, specifically PLC or Power Line Communication. In a similar regard, both the GB and CHAdeMO EVSE Emulators utilize CANbus networks for a majority of their high and low level communication.
Differences
The most significant difference between the AC and DC EVSE’s is that DC EVSE’s incorporate additional layers of communication that enable smart charging which make it possible to perfectly match the grid’s capacity with the energy demand for the growing number of EVs that connect to the electrical grid. This additional communication layer also enables bidirectional energy transfer in order to realize vehicle-to-grid applications by feeding energy from the EV back to the grid when needed. It also provides an interface for “pay as you charge” secure payment applications which will help drive integration of DC Fast Charging into our global infrastructure. Standards like ISO 15118 allow for grid-friendly, secure, and convenient charging of EVs.
Standard Tests
SAE J1772
ISO 15118
GB/T 18487.1
GB/T 34657.1
GB/T 27930
GB/T 34658
IEC61851-1
CHAdeMO
DIN 70121/2
Bi-directional DC EVSE Test System
A bidirectional DC EVSE test system incorporates a grid simulator on the input side to the EVSE, and replaces the DC load with a battery simulator on the opposite end. This test system can be designed to be regenerative, which provides a high rate of efficiency as compared to the source / load configuration. There is no question that vehicle-to-grid charging is going to be a widespread application in the future. So the question is: Do you invest in a system that will meet your needs today, i.e. source and load? Or do you invest in a more capable system utilizing a grid simulator and a battery simulator to make sure that you are protected for the future?
EVSE Interoperability Test System
majority of the interoperability tests and related standards are common with those applicable to the EVSE test systems. Components include: grid simulator or alternately a DC source, depending on whether it is an AC or DC application. The next component is the EVSE emulator which simulates the EVSE CP and PLC signals. As part of the charging system, the OBC will need to see the same high and low level signals that would be produced by the EVSE in order to operate.
Finally, there is the AC/DC charging control unit. Think about this as the traffic controller for power and communication to or from the EV. This unit also provides an easy access interface for measurement of power, as well as timing measurement for communication signals required for the time based tests.
Key ATE Components
Interoperability Tests
Loading Current Correction test
Proximity Circuit Opening test
Harmonic Distortion Immunity test
Voltage Dips, Short Interruptions and Variations Immunity test
EVSE Invalid test
Control Pilot Simulation test
Available Test Standards
GB/T18487.1, 27930, 34657, 34658
ISO15118
IEC61851-1
CHAdeMO
DIN 70121/2
SAE-J1772
CNS15511
AC L1/L2 EVSE Interoperability Test System
In an AC EVSE Interoperability system, there is no PLC communication required. The Chroma EVSE signal emulator simulates the CP signals for the EV to start and finish the charging process. The digital multimeter and oscilloscope measures the CP signals between the EVSE control unit and the EV for compliance with SAE J1772.
DC CCS EVSE Interoperability Test System
One key difference between the AC EVSE interoperability test system and the DC test system is the addition of the DC EVSE emulator. CCS testing requires the implementation of the PLC signals for high level communication for a DC fast charge system. Another important feature of the DC CCS EVSE emulator is that it contains all of the industry standard ISO and IEC test procedures required for verification. Some DC Fast Chargers require a cooling system to keep temperatures down in the transmission lines.
Addressing Fire and Explosion Risks in EVs and ESSs
The continuous increase in energy demand, as well as improved performance are simulating the rapid maturing of lithium-ion batteries in large energy applications such as electric vehicles (EV) and various renewable energy storage systems (ESS). However, the rapid increase in battery usage, energy density, and high-speed charging and discharging comes with a rise in fire and explosion incidents. Recent combustions of 3C products have instigated a widespread fear of using lithium batteries and news coverage of EVs that caught fire during or after charging has even raised people’s doubts about buying EVs. Recurrent ESS combustions in South Korea has caused the rapid expansion of ESSs around the globe to slow down.
Causes of Lithium-ion Fires: Metal Burrs and Particles
Most fire accidents of Li-ion batteries are initiated by severe inflammation and it is difficult to analyse the actual cause. Common reports contain the electrical control system errors or the lithium metal deposition compiling over a long time and growing into lithium dendrite, which cause internal short circuits in the battery. Although these are certainly possible factors, detailed analysis shows that they are difficult to establish in the bulk of battery accidents due to acute cluster chemical combustion. Test reports and battery cell manufacturers avoid the topic of how spontaneous internal short circuits are induced in Li-ion batteries, if not by lithium dendrite. Metal burrs or particles that puncture or exist in the separator may be a possible cause. The reason why existing manufacturing processes fail to identify this remains unclear. Although the defective rate is not high and the amount is considered acceptable, accidents that occur on the market, in the storage plant, or finished vehicle, or even impact the lives of people are highly newsworthy.
Dangers in Charging Li-ion Batteries
In addition, most fire accidents in Li-ion batteries occur while charging. The main reason is that the negative electrode materials used in Li-ion batteries could inflate, causing potential defective products that have not been short-circuited to become internal short circuits. Research has shown that this inflation will continue to expand repeated charge and discharge cycles, so that the danger will even extend to the user when using the battery. This means that although the battery may not have internally short-circuited during production when the separator is partially pierced by metal burrs or particles, there is a risk that such defects from a common production process cannot be effectively detected. The most prevalent problems in production inspection on battery cells are ① too low dry cell (jelly roll) insulation test voltage (<350V), and ② flashover that temporarily damages the separator and cannot be detected by general insulation testers.
Chroma ATE recommends including these two as standard test items during battery cell inspection:
– Jelly roll insulation test voltage must be over (350V + α) peak value (Figure 1).
– Voltage/current flashover shall not occur during the insulation/withstand voltage test (Figure 2).( Concept referred to general electrical safety regulation.)
Chroma’s experts have drawn these conclusions from examining large numbers of analysis reports, research documents, and long-term experiments. Correct jelly roll insulation testing is a highly effective and low-cost method to prevent Li-ion batteries from catching fire.
Figure 1 – Breakdown Voltage of Air versus GapFigure 2 – Partial Discharge and Flashover
Major international car battery manufacturers have recently adopted Chroma’s two unique technologies as well as the above two recommendations to ensure the safety and quality of their battery cells.
With well over 30 years of experience in testing and technology for power electronics, Chroma ATE continues to ride the wave. The test equipment manufacturer drives testing solutions for EV-related industries to ensure the safety, quality, and reliability of your products.
Chroma 11210 Battery Cell Insulation Tester is specifically designed for the detection of abnormal insulation of lithium-ion batteries (dry cells). The tester offers two unique technologies that other withstand voltage or insulation testers on the market do not have. Chroma 11210 not only monitors the entire process of testing for flashover due to abnormal partial discharge in the battery cell but also quantifies it in numbers and recordable waveforms. Moreover, after reaching the test voltage, the leakage current or insulation resistance will be measured and judged as abnormal during the test time like using WV/IR testers.
Want further information, advice or a quote? Speak with our expert consultants about any of the Chroma products available on 01462 431981, or contact us here.
Solving the pitfalls of single-run measurement permitted by CISPR 14-1 edition 7
New challenges in click analysis
The seventh edition of the CISPR 14-1 standard puts an accent on the technological progress of click analyzers, whose dynamic range needs to be wide enough to detect much more than the apparent lowest and highest quasi-peak readings at a time so they can complete the measurement in a single run.
Designed to make it faster and less costly to perform a complete standard-compliant click measurement, recent technology makes use of state-of-the-art Fast Fourier Transform (FFT) EMI receivers, which can cover all four of the required frequencies simultaneously.
Rather than needing four distinct receivers or four instances to complete a measurement, today’s FFT-based instruments do everything at once. Though this is clearly an advantage, they do have certain pitfalls:
– The reduced dynamic range, emphasized in FFT receivers and single-run systems, can lead to undermeasurement.
– As single-run systems consider only the amplitude of the disturbance but not its shape in time, they are susceptible to erroneous click analysis.
In Fig. 1, the red and green plotlines are simultaneous, gapless, real-time representations of the IF level and quasi-peak detector output with a resolution of 500 μs, as required by the standard. A very short pulse signal, for example a click disturbance lasting less than 1 ms, shows a high peak IF level and a modest quasi-peak detection. During the first run of the measurement process, at least 40 dB of instantaneous linear dynamic range is required to carry out this step correctly.
Fig. 1 – PMM click analysis plot
For the second run, the limit threshold could increase by as much as 44 dB depending on the click rate, according to the relaxed CISPR parameter:
44 dB for N < 0.2
or
20 LOG (30 / N) dB for 0.2 ≤ N < 30
In other words, a clean 84 dB of dynamic range is needed to complete a reliable measurement in a single run. As we can calculate with the formula 20 LOG (30 MHz / 9 kHz), which takes into account the 30 MHz total input bandwidth and the 9 kHz CISPR IF bandwidth, about 70 dB is irremediably lost by a standard 0 to 30 MHz receiver. Moreover, since the threshold level can be non-flat for the four frequencies required by the standard (depending on the equipment under test), a single attenuator for the entire band would have to be set for the highest limit to avoid saturation, thus wasting an additional 10 dB.
Benefits of the PMM CA0010 click analyzer
The PMM CA0010 (Fig. 2) is equipped with narrow preselection filters and independent attenuators for each single channel, as depicted in Fig. 3. These additional filters are tailored for CISPR 14 measurements; along with the specific attenuators, they are separate from and precede the filters of the ordinary preselector. This solution, combined with the high dynamic capability of the input circuits, makes it possible to manage signals of very different amplitudes as are typical of click disturbances.
Fig. 2 – PMM CA0010 Click Analyzer
The innovative design of the PMM CA0010, with its dedicated hardware, aims to overcome all of the pitfalls described above. Another advantage of this product is that while it measures clicks, it displays and records in real time a complete set of data: number, time, level, duration, etc. This can be done during development and/or debugging, so problems can be identified long before the production phase, saving considerable time and money.
Reliable recording is also crucial for storing automated documentation of measurement results. Highly detailed data allows further investigation and comparisons that are impossible with basic summary tables. PMM CA0010 strip charts (examples in Fig. 1 and Fig. 4) let the user view signals over the entire test time to identify closely- and widely-spaced discontinuities. The output also shows the limits prescribed by the standard for the purpose of immediate comparison. The full set of data is stored in the PC and can be reloaded at any time for further investigation.
Fig. 3 – PMM CA0010 Block diagram of the input stagesFig. 4 – PMM Click Analysis software
The final test report can be exported in easy-to-use TXT format, or as a more flexible and detailed PDF or RTF file.
Reports can be recalled whenever needed and in any of these common formats. An example is shown in Fig. 5.
Conclusion
Fig. 5 – Final test report example
The FFT technique and the powerful computing boards that are now widely available enable the simultaneous click measurement of all required frequencies. However, this numerical approach alone cannot overcome all the physical limitations associated with the measurement of discontinuous disturbances.
For example, the receiver must be able to detect very low signals while not getting saturated with very high disturbances. This makes channel-individual input filters and attenuators indispensable. Narrowband frequency preselection at the RF input is necessary for ensuring CISPR compliance in a single run.
The PMM CA0010 is not only equipped with this additional hardware but comes with an internal 16 A LISN, internal reference and calibration generator. Click analysis and click generation software are also provided.
Want further information, advice or a quote? Speak with our expert consultants about any of the PMM products available on 01462 431981, or contact us here.
Market surveys indicate that, by 2025, there will be over 3 million public charging stations for electric vehicles (EV) globally. New EVs also carry larger capacity batteries in order to reduce the mileage anxiety amongst drivers. Although enabling a larger cruising range, this also necessitates a shortened charging time, thus prompting the rapid development of EV charging stations (EVSE) with DC high-power charging (HPC).
Cost evaluation remains a key factor when automakers and charging equipment manufacturers consider building dedicated public charging stations. In particular, building a DC HPC station is much more expensive than an ordinary AC charging station. Therefore, dual- or multi-coupler DC EVSE are becoming increasingly visible on the market, with advantages including a reduced area needed for the charging station as well as lower hardware and installation costs.
Dual-coupler DC EVSE Advantages
Chroma DC EVSE test systems meet the test requirements of major international standards (most importantly: CHAdeMO from Japan, CSS from Europe and the U.S., and GB/T from China). The flexible hardware configuration can be upgraded according to individual needs and can be integrated with an EV charging interoperability test system. The test architecture is based on the Chroma 8000 ATS with complete automated test functionality. The software contains built-in test cases conform to standard definitions and a user-friendly interface that offers convenient test parameters editing according to the various test requirements.
Watch the video below for a short introduction of the system’s features and interface operation:
Dual-coupler EVSE testing solution
Market surveys indicate that, by 2025, there will be over 3 million public charging stations for electric vehicles (EV) globally. New EVs also carry larger capacity batteries in order to reduce the mileage anxiety amongst drivers. Although enabling a larger cruising range, this also necessitates a shortened charging time, thus prompting the rapid development of EV charging stations (EVSE) with DC high-power charging (HPC).
Cost evaluation remains a key factor when automakers and charging equipment manufacturers consider building dedicated public charging stations. In particular, building a DC HPC station is much more expensive than an ordinary AC charging station. Therefore, dual- or multi-coupler DC EVSE are becoming increasingly visible on the market, with advantages including a reduced area needed for the charging station as well as lower hardware and installation costs.
Chroma ATE is a world-leading supplier of precision test and measurement instrumentation, automated test systems, intelligent manufacturing systems, and test & automation turnkey solutions. Want further information, advice or a quote? Speak with our expert consultants about any of the Chroma products available on 01462 431981, or contact us here.
If you are in a PCB Design Team, including Designers and Verification Engineers, and you face EMC challenges? Then this Application Note will assist you how the EMScanner diagnose board-level EMC Design Issues.
The EMScanner provides board-level design teams with world-leading fast magnetic very-near-field data to help diagnose EMC design challenges. The instrument captures and displays visual images of spectral and real-time spatial scan results in seconds.
Want to know more? Please Download the Application Note:
Want further information, advice or a quote? Speak with our expert consultants about any of the YIC Technologies products available on 01462 431981, or contact us here.
Increasing developments in renewable energies along with the rapid growth of electric vehicles are motivating the commercialization of distributed energy sources in micro grids. The same goes for the bidirectional design of power conversion devices. These devices are motivating battery applications to achieve higher efficiencies, higher voltage conversion, and higher power densities. With that said, design and test engineers are looking to replicate these characteristics from battery simulators with bidirectional DC power capabilities for their product development.
The Chroma 62000D not only provides source and load modes but offers a bidirectional switch-mode that enables two-quadrant operation providing both DC power and regenerative DC loading. The absorbed energy feeds back to the grid with an efficiency of up to 93%. The regenerative load modes include constant current, constant voltage, and constant power and can simulate the battery for testing battery connected charging devices. Where conventional methods required both DC power supply and regenerative DC load, one single Chroma 62000D can fulfil both charging and discharging tests in one unit.
Take a closer look in this official video:
Key Features
– Voltage rating: 0 ~ 100V/600V/1200V/1800V
– Current rating: 0 ~ 540A
– Power Rating: 6kW/12kW/18kW
– Two quadrant operation: source and load functions
– High power density: 18kW in 3U
– Easy master/slave parallel &series operation up to 180kW
– Wide range of voltage & current combinations in constant power
– Auto sequencing programming
– Standard USB/LAN/APG interfaces, optional CAN/GPIB interfaces
Intuitive touch screen interface.
The Chroma 62000D has a next generation human-machine control interface with an intuitive and user-friendly touch screen. Operation of the apparatus is as easy as using a smartphone, with its intelligent and convenient user interface; through icons on the touch screen, the user can complete any voltage/current settings and measurements, program sequence control settings, preview output waveforms, etc.
Want further information, advice or a quote? Speak with our expert consultants about any of the Chroma products available on 01462 431981, or contact us here.
