The PFC charger is like some of the electrical equipment we purchase that we have to assembly. This is known as factory unassembled. It is up to the user to provide the equipment for it to function correctly and safety.
Here is a example of the additional equipment I provided for my PFC-50B which has a output of 60 amp DC with a 50 amp at 90 to 250 volt AC input. A General Electric AC volt and amp meter and a DC volt and amp meter. Polarize AC 4 wire 50 amp 125/250 volt input plug and connector fully water proof housing. (not a metal housing where the ground terminal is self grounding to the receptacle container which would allow the AC grounding to bond to the vehicle) A Power Anderson aluminum water proof housing with cast aluminum hinge door to house the power connector. The power connector is made by Daniel Woodhead which is actually a inline plug and connector that can lay on wet ground. A 50 amp 250V AC 3 pole contactor by Square D that is install on the AC input line. Coil is control by 125V AC, a control switch and a fail safe air switch that detects if the battery box exhaust fan fails. A on board Square D chassis circuit breaker frame to hold a 50 amp 2 pole ground fault circuit breaker connects on the output lines of the AC contactor which is then input to the charger. The charger is place inside a fiberglass enclosure and only the charger enclosure is AC grounded. You must also make the batteries isolated when not in use and/or charging: I use a 2 pole DC contactor that is place between the DC output of the charger and the battery pack. This is electrical interlock with the 3 pole AC input contactor so the AC contactor must come on first, then the DC contactor comes on next in that order. This is to prevent the charger to come on with no load. A PFC charger connected to the battery pack at all times even if its off will keep the capacitors charge all the time and when you disconnected a link, you could have a discharge arc! I then install two 600 amp 1-pole DC Cable Form contactors between the main battery pack and the main contactor and motor controller. This circuit is control by the Ignition On switch only. These contactors must come on first before the main contactor comes on or you will cause a Error - No Battery Power on the Main Contactor. These contactors prevent the battery and charger voltage (which is a higher voltage) to pass the negative B- voltage to go through the motor controller to the motor and back to the controller on the B+ side. Also these contactors are known as the safety contactor, which I can do a emergency from several switches place in different area on the EV. I actually have seen arcing on my communtator by the conduction of brush dust down to the motor shaft. When charging, I read voltages up to 80 volts between the most positive battery terminal and the frame of the vehicle. The charger, all electrical devices, the battery pack are all install in a non-conductive housing. There is now no main battery pack, AC, and charger voltages on the EV frame. Roland ----- Original Message ----- From: "EVDL Administrator" <[email protected]> To: "Electric Vehicle Discussion List" <[email protected]> Sent: Sunday, June 23, 2013 12:49 AM Subject: Re: [EVDL] Isolated vs non-isolated [was 100ah pack on the cheap] > On 22 Jun 2013 at 21:42, Marcus Reddish wrote: > > > This has to be costing serious sales. Why don't they just isolate the > > charger like the Chinese and Europeans??? > > I explained that a few days ago. > > (Actually, several times now, not to seem cranky ;-). > > The PFC charger range was developed for EV hobbyists who said - right here > on the EVDL - that they didn't care about isolation or regulatory > approval. > Their main priority was maximum charging current for the lowest possible > price. > > EV hobbyists were - and, I'm fairly sure, still are - Rich's target > customers. From what I can tell, he has succeeded in selling chargers to > them. > > I don't think many commercial EV suppliers (vehicle manufacturers or > commercial converters) would be very interested in a charger which isn't > isolated and doesn't bear regulatory approval seals. Nor do I think that > Rich was all that interested in serving such customers. However, I > obviously don't speak for him, and I certainly could be wrong. > > David Roden - Akron, Ohio, USA > EVDL Administrator > > = = = = = = = = = = = = = = = = = = = = = = = = = = = = = > EVDL Information: http://www.evdl.org/help/ > = = = = = = = = = = = = = = = = = = = = = = = = = = = = = > Note: mail sent to "evpost" and "etpost" addresses will not > reach me. To send a private message, please obtain my > email address from the webpage http://www.evdl.org/help/ . > = = = = = = = = = = = = = = = = = = = = = = = = = = = = = > > > _______________________________________________ > UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub > http://lists.evdl.org/listinfo.cgi/ev-evdl.org > For EV drag racing discussion, please use NEDRA > (http://groups.yahoo.com/group/NEDRA) > > _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA)
