Gossen Metrawatt M525A User manual

Operating Instructions

PROFITEST H+E BASE

Diagnostics Unit for Electric Charging Stations
(Type 2 Connector Socket)

3-349-876-03

1/3.16

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Operating Instructions PROFITEST H+E BASE

Table of Contents

General Notes ...................................................................................................................................... 1

Explanation of Symbols ........................................................................................................................ 1

Basic Safety Precautions ...................................................................................................................... 2

Product Overview................................................................................................................................. 3

Initial Start-Up ...................................................................................................................................... 9

Diagnosis of Charging Points with the Diagnostics Unit .................................................................... 10

Language Selection ............................................................................................................................ 13

Errors .................................................................................................................................................. 14

Maintenance ...................................................................................................................................... 14

Technical Data .................................................................................................................................... 14

Appendix: Practical Information on Testing Charging Points ............................................................ 15

General Notes

These operating instructions include important information about your device’s features and its
use. Before using the device, read the instructions carefully and familiarize yourself with its
operation. Keep these operating instruction in a safe place.

Explanation of Symbols

This product fulfills guidelines in accordance with 89/336/EEC.

Warning regarding property damage. Safety precautions must be adhered to.

Warning regarding personal injury. Safety precautions must be adhered to.

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Basic Safety Precautions

Guarantee

No guarantee is made with regard to function and safety unless the warnings and safety
precautions included in these operating instructions are observed.
GMC-I Messtechnik GmbH assumes no liability for personal injury or property damage which
occurs due to non-observance of the warnings and safety precautions.

Use for Intended Purpose
The diagnostics unit is intended exclusively for examining the functional performance of
charging stations for electric vehicles with type 2 connector socket (mode 3 charging). Use for
other purposes is prohibited.

Target Group
Only trained, qualified electricians may use the PROFITEST H+E BASE diagnostics unit.

Trained, qualified electricians fulfill the following requirements:

 Knowledge of general and specific accident prevention regulations
 Knowledge of applicable electrotechnical regulations
 Training in use and care of appropriate safety equipment
 Ability to recognize hazards associated with electricity

Warning!

Danger!

The diagnostics unit may only be used at charging points which are tested in accordance with
VDE 0100.
The unit is intended solely for the purpose of diagnostics and cannot be used as a substitute for a
corresponding test instrument!

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Operating Instructions PROFITEST H+E BASE

1 2 3

4 7 5

6

Product Overview

Scope of Delivery

 PROFITEST H+E BASE diagnostics unit
 Two 9 V block batteries
 12 V power pack
 Operating instructions

Device Layout

Key

1 Protective cover
2 Power pack connector socket (12 V, 1 A)
3 Battery compartment for two 9 V block batteries
4 Control panel
5 Carrying handle
6 230 V earthing contact socket for connecting a test consumer
7 Type 2 charging plug for connection to the charging point

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Operating Instructions PROFITEST H+E BASE

Control Panel Layout

Key

1 Rotary mode selector switch and OK button
2 Rotary status selector switch and escape button
3 Off button
4 On button (the button has to be pressed and held for several seconds in order to switch

the unit on)

5 Display
6 USB port

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Display Layout
The display is subdivided into various blocks:

1 Vehicle States

2 Cable Condition

3 Error States

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4 PWM Signal Evaluation

5 Phases and Phase Sequence

6 Battery Level

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Vehicle States

No vehicle connected

Vehicle connected

Vehicle not ready

Vehicle ready to charge

No ventilation required

Ventilation required

Cable Condition

No cable

13 A cable

20 A cable

32 A cable

63 A cable

Displays
The following symbols with the meanings shown below can appear at the display:

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Error States

Diode OK

Diode short-circuited

CP OK

CP short-circuited to PE

No RCD tripping

RCD tripping

Phases and Phase Sequence

Phase L1 switched on

Phase L2 switched on

Phase L3 switched on

Clockwise phase sequence

Counterclockwise phase sequence

Battery Level

Battery full

Battery depleted

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Initial Start-Up

General

Warning!

Danger!

The device should be checked to assure that it’s in good condition before initial start-up.
The device may only be used by trained personnel.

Inserting the Batteries
The device can be operated with two rechargeable or regular 9 V block batteries. The two battery

compartments (3) on the right side of the device are opened in order to insert the batteries.

Battery polarity is identified in the battery compartment.

Warning!

It is absolutely essential to assure that battery polarity is not reversed.

The battery compartments are closed after the batteries have been inserted.
Only high quality regular or rechargeable batteries should be used!

Connecting the Power Pack
A 12 V power pack is included in scope of delivery of the diagnostics unit. The device can be
operated with either batteries or the power pack.
The power pack is connected by inserting its plug into the socket (2) at the right side of the device.

The batteries are disconnected from supply power when the power pack is connected.

Warning!

Use only the included power pack in order to avoid damage to the diagnostics unit!

Switching the Diagnostics Unit On
The on button (4) is pressed and held for about 4 seconds in order to switch the diagnostics unit
on. A start-up message appears. As soon as the start-up message is replaced with the normal
display (see page 5), the on button (4) can be released.

Switching the Diagnostics Unit Off
Briefly press the off button (3) in order to switch the device off.
The device is switched off after about 10 minutes if neither of the rotary switches (1 and 2) has
been activated during this time. Display illumination is switched off after just 30 seconds.

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Display

Status

Voltage U/L

Meaning

A

+12 V ... -12 V

No vehicle

B

+9 V ... -12 V

Vehicle connected

C

+6 V ... -12 V

Ready without

ventilation

D

+3 V ... -12 V

Ready with ventilation

Display

Resistance

Max. Permissible Current

None

No cable

Connecting a Test Consumer
The diagnostics unit is equipped with an earthing contact socket (6) to which a test consumer can
be connected. Any desired test consumer (230 V, max. 13 A) can be connected in order to test a
charging point under load.

Connecting the Diagnostics Unit to a Charging Point
The diagnostics unit is equipped with a type 2 plug (7) for connection to the charging point. This
can be plugged into the charging point.

Diagnosis of Charging Points with the Diagnostics Unit

Charging points can be tested in accordance with IEC 61851 with the help of the PROFITEST H+E
BASE diagnostics unit.
The diagnostics unit makes the following functions available:

Vehicle Simulation (CP)
States A, B, C and D can be simulated in accordance with IEC 61851. Symbols corresponding to the
various vehicle states appear at the display (see pages 6 and 8).

Cable Simulation (PP)
The various codings for charging cables with 13, 20, 32 and 63 A can be simulated. It’s also
possible to simulate the “no cable” state. (see pages 6 and 8)
The various charging cables are simulated by connecting different resistances between PP and PE.
The following values are possible in accordance with IEC 61851:

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1.5 KΩ

13 A

680 Ω

20 A

220 Ω

32 A

100 Ω

63 A

Display

Simulated Error

No error

Short-circuited diode

CP-PE short-circuit

Residual current between L1 and PE

Fault Simulation
The diagnostics unit is equipped with an option for simulating common errors (see pages 6 and 9).
These include:
Short-circuiting of the diode in the vehicle’s circuit
Short-circuit between CP and PE
Residual current between L1 and PE (via a 6.8 K resistor)
The charging point’s reaction can be observed after triggering the various errors.

Evaluation of the PWM Signal
Evaluation of the PWM signal provides information concerning the functionality of PWM
communication between the vehicle and the charging point. Correct charging is only possible with
error-free communication. The following PWM signal data are displayed for the purpose of
diagnostics (see page 7):

Positive voltage
State A, + 12 V, no vehicle
State B, + 9 V, vehicle connected

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Duty Cycle

Maximum Charging Current or Meaning

< 3%

Charging not permissible

3% ≤ duty cycle ≤ 7%

Increased communication

7% ≤ duty cycle ≤ 8%

Charging not permissible

8% ≤ duty cycle ≤ 10%

6 A

10% ≤ duty cycle ≤ 85%

Max. charging current = (% duty cycle) * 0.6 A

85% ≤ duty cycle ≤ 96%

Max. charging current = (% duty cycle -64) * 2.5 A

96% ≤ duty cycle ≤ 97%

80 A

Duty cycle > 97%

Charging not permissible

State C, + 6 V, vehicle ready for charging without ventilation
State D, + 3 V, vehicle ready for charging with ventilation

Negative voltage
In the event of correct functioning, voltage is - 12 V. If the diode is short-circuited (by means of
simulation), negative voltage is the same as positive voltage (but with the opposite preceding
sign).

PWM frequency
The valid PWM frequency should be 1000 Hz.

Charging current
Displayed charging current is calculated from the duty cycle (see explanation under duty cycle).

Duty cycle
In accordance with IEC 61851 the charging point communicates the maximum permissible
charging current to the vehicle via the duty cycle. Charging current is calculated automatically by
the diagnostics unit and displayed. The following table is specified by IEC 61851:

Turn-off time T-off
Turn-off time T-off is the time which elapses between triggering of a shutdown condition and
interruption of all 3 phases. (Caution! Realistic values are only displayed for 3-phase charging.)
Shutdown conditions represent a transition from state C or D to state A or B, as well as triggering
of an error.
In accordance with IEC 61851, turn-off time must be less than 100 ms.

Phases and Phase Sequence
The symbols for the phases (see page 7) indicate whether or not phases L1, L2 and L3 are switched
on. The respective symbols appear when the phases are switched on. As soon as all 3 phases are
switched on, the direction of phase rotation is displayed (clockwise or counterclockwise).

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Operating the Diagnostics Unit with the Rotary Switches
The two rotary switches (1 and 2) are used to operate the diagnostics unit.
The device is switched from one mode to the other by turning the rotary mode selector switch (1).
The respectively active more is indicated by means of a blinking display.
As shown on page 6, there are 3 operating modes:

 Vehicle states
 Cable condition
 Error states

Within each operating mode, the respective state is selected by turning the rotary status selector
switch (2).
The selection of error states with the rotary switch must also be subsequently acknowledged by
pressing and holding the OK button (1) for about 4 seconds. An acoustic signal is generated when
the error has been successfully triggered. The error state is then retained until it’s cleared by
turning the rotary status selector switch (2).

Battery Display
Adequate battery voltage is imperative for testing the PWM signal. For this reason the diagnostics
unit is equipped with a simple battery voltage display.
The symbol indicates whether or not battery voltage is adequate for proper diagnosis.
As soon as “battery depleted” is indicated (see also page 9), diagnosis is no longer possible.
“Battery full” is indicated when the power pack is connected.

USB Port
The USB port is used to install firmware updates and (depending on software version) to transmit

diagnostics results to a connected PC.

Warning!

Danger!

The USB port may not be connected to a PC or a notebook while a charging point is being
diagnosed!

Language Selection

Upon shipment from the factory, the user interface language of the diagnostics unit is set to
German. Additional languages are also available. The device must be switched off in order to
select a different language.
In order to select a language, press and hold the escape button (2). Then simultaneously press and
hold the on button (4). The currently selected language is then indicated at the display (5). The
desired language can then be selected by turning the rotary mode selector switch (1) and
acknowledged by pressing the OK button (1). The diagnostics unit is then restarted automatically
with the selected language.
The selected language is retained until a different language is once again selected.

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Error

Cause

Required Action

After being switched on, the
device switches itself back off
again.

On button not pressed long
enough.

Press and hold the on button

until the device remains on.

The device does not respond
when the on button is pushed.

No batteries are installed or
the batteries are depleted.

Install new batteries or use the

power pack.

The device indicates incorrect
values for PWM voltage.

Battery depleted

Observe the battery display
and install new batteries if

necessary.

Errors

Maintenance

Due to the device’s characteristics, no maintenance should be carried out by the user. If repairs
should become necessary, please contact our repair and replacement parts service department
(see address on back cover).

Outside surfaces may only be cleaned with a dry, lint-free cloth.

Danger!
No liquids may be permitted to penetrate into the device’s interior or the plug connectors.

Technical Data

Input voltage 400 V (3-phase)
Frequency 50 Hz
Test consumer power Max. 2.9 kVA

Electrical Safety

Protection class I
Nominal voltage 400 V DC
Test voltage 500 V DC
Measuring category CAT III, 300 V
Pollution degree 2

Ambient Conditions

Operating temperature -10 to 45 °C
Storage temperature -25 to 60 °C
Relative humidity Up to 80% (no condensation)

Mechanical Design

Dimensions (W x L x H) 200 x 240 x 115 mm
Weight 2.35 kg
Protection IP 21

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Current capacity of the cable assembly

Nominal resistance of Rc

Tolerance 3%

3

Recommended

interpretation range

by the EVSE

13 A

1.5 k 0.5 W

1, 2

> 1 k - 2.7 k

20 A

680  0.5 W

1, 2

330  -1 k

32 A

220  0.5 W

1, 2

150  -330 

63 A (3-phase) /

70 A (1-phase)

100  0.5 W

1, 2

75  -150 

Interrupt power supply

< 75 

1

The power dissipation of the resistor caused by the detection circuit shall not exceed the value given above.

The value of the pull-up resistor shall be chosen accordingly.

2

Upon circuit failure mode, resistors used should preferably fail such that the resistance value rises.

Metal film resistors commonly show acceptable properties for this application

3

Tolerances to be maintained over the full useful life and under environmental conditions as specified by the

manufacturer.

Appendix: Practical Information on Testing Charging Points

Type II Plug for Mode 3 Charging

Source: Mennekes

Resistance Coding for Charging Cables

Table B.101 – Resistor Codings for Plugs

Source: IEC 61851

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Typical Pilot Electric Equivalent Circuit

for Mode 3 Charging

Typical pilot electric equivalent circuit

Source: IEC 61851

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Parameter

Symbol

Value

Value Range

Units

Permanent resistor value

R2

2,740

2658 - 2822



Switched resistor value for vehicles
not requiring ventilation

R3

1,300

1261 - 1339



Switched resistor value for vehicles

requiring ventilation

R3

270

261.9 - 278.1



Equivalent total resistor value
no ventilation (Figure A.2)

Re

882

856 - 908



Equivalent total resistor ventilation

required (Figure A.2)

Re

246

239 - 253



Diode voltage drop
(2.75 – 10 mA, -40 °C to +85 °C

V

d

0.7

0.55 – 0.85

V

Maximum total equivalent input capacity

Cv

2,400

N/A

pF

Typical Pilot Electric Equivalent Circuit

for Mode 3 Charging

Table A.2 – Vehicle Control Pilot Circuit Values and Parameters

(see figures A.1 and A.2)

Value ranges are to be maintained over full useful life and under design environment conditions.

Note: 1% resistors commonly recommended for this application

Source: IEC 61851

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System

state

EV

connected

to the

EVSE

S2

EV

ready to

receive

energy

EVSE

ready

to
supply
energy

EVS
supply
energy

Vaa

Remark

High
level

Low

level

A1

no

N/A

no

not

ready

off

12 V

d

N/A

Steady

voltage

V

b

= 0 V

A2

no

ready

off

12 V

d

-12 V

e

PMW

B1

yes

open

no

not

ready

off

9 V

b

N/A

Steady

voltage

R2 detected
B2

no

ready

off

9 V

b

-12 V

e

PMW

C1

yes

closed

yes

not

ready

off

6 V

c

N/A

Steady

voltage

R3 = 1.3 k3%

Charging area

ventilation not

required

C2

yes

ready

off

6 V

c

-12 V

e

PMW

D1

yes

not

ready

off

3 V

c

N/A

Steady

voltage

R3 = 270 3%

Charging area

ventilation

required

D2

yes

ready

off

3 V

c

-12 V

e

PMW

E

yes

N/A

no

not

ready

off

0 V

Steady

voltage

Vb = 0: EVSE or

utility problem or

utility power not
available or pilot

short to earth

F

yes

N/A

no

not

ready

off

N/A

-12 V

Steady

voltage

EVSE not
available

a

All voltages are measured after stabilization period.

b

The EVSE generator may apply a steady- state DC voltage or a +12 V square wave during this period.

The duty cycle indicates the available current as in Table A.5.

c

The voltage measured is a function of the value of R3 in Figure A.1 (indicated as Re in Figure A.2).

d

12 V static voltage

e

The EVSE shall check pilot line low state of -12 V, diode presence, at least at the transition between B1 and B2

(or at least once before the closing of the supply switch on the EVSE).
The state changes between A, B, C and D are caused by the EV, the state changes between 1 and 2 are created by

the EVSE.

System States – PWM Voltage

Table A.3 – System States

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Source: IEC 61851

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Nominal voltage range imposed

by the system

Acceptable voltage range

recognized to detect the states a

State / Range

Minimum

[V]

Nominal

[V]

Maximum

[V]

Minimum

[V]

Nominal

[V]

Maximum

[V]

States A1, A2 /positive

11.4

12

12.6

11

12

13

States B1, B2 /positive

8.37

9

9.59

8 9 10

States C1, C2 /positive

5.47

6

6.53

5 6 7

States D1, D2 /positive

2.59

3

3.28

2 3 4

State E

0

0 1 -1 0 1

States A2, B2, C2, D2/
negative

State F a

-12.6

-12

-11.4

-13

-12

-11

a

applicable to Va only

Note: the EVSE may also be designed to use the voltage of the internal generator (Vg) as a reference. The valid voltage
ranges are then to be calculated as given in the following table. These ranges are identical to the values in the above
table for Vg=12 V.

System States – PWM Voltage

Table A.201 – Pilot Voltage Range
The following table details the pilot voltage range as a result of tables A.1 and A.2 components
values. These voltage ranges applies to the EVSE (Va).

Source: IEC 61851

System States – PWM Voltage

State A State B State C State D State X

State A: No vehicle connected

State B: Vehicle connected but not ready for charging

State C: Vehicle ready for charging without ventilation

State D: Vehicle ready for charging with ventilation

State X: Error

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Nominal duty cycle

interpretation by vehicle

Maximum current to be drawn by vehicle

Duty cycle < 3%

Charging not allowed

3%  duty cycle  7%

A duty cycle of 5% indicates that digital communication is required
and must be established between the EVSE and EV before

charging.
Charging is not allowed without digital communication.
Digital communication may also be used with other duty cycles.

7%  duty cycle  8%

Charging not allowed

8%  duty cycle  10%

6 A

10%  duty cycle  85%

available current = (% duty cycle) x 0.6 A

85%  duty cycle  96%

available current = (% duty cycle - 64) x 2.5 A

96%  duty cycle  97%

80 A

duty cycle > 97%

Charging not allowed

If the PWM signal is between 8% and 97%, the maximum current may not exceed the values

indicated by the PVM even if the digital signal indicates a higher current.

In 3-phase systems, the duty cycle value indicates the current limit per each phase.

The current indicated by the PWM signal shall not exceed the current cable capability and the

EVSE capability, the lower between them shall apply.

System States – Duty Cycle

Table A.6 – Maximum Current to be Drawn by the Vehicle

Note: the EV should respect 6A as lower value of the PWM.

Note: the indication "no maximum" implies that the delay time has no constraints and may

depend on external influences and the conditions existing on the EVSE or the EV.

Source: IEC 61851

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System States – Duty Cycle

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Diagnostics Unit for Testing Charging Points

Vehicle simulation

 A charging point is more than just a simple electrical

outlet and it only functions when a vehicle is detected.

 The diagnostics unit is capable of simulating a vehicle.

Diagnosis

 The evaluation of the PWM signal, the cable coding for

the phases, turn-off times
and the direction of phase rotation are significant with

regard to diagnosis.

 The diagnostics unit displays this information.

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Diagnosis Procedure for a Charging Point

 Switch back and forth between states.
 Check parameters and turn-off times.
 Switch back and forth between cables.
 Check parameters.
 Trigger errors.
 Check system performance.

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Error diagnosis:

Error:
L2 not connected
or fuse L2 blown

Error diagnosis:

Error:
No PWM signal

Signal generation or cable

connection defective

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Error diagnosis:

Error:

Incorrect values for duty
cycle and charging

current

Cable detection defective

Error diagnosis:

Error:

Erroneous values for PWM,

voltage and frequency

Signal generation defective
or
CP and PP
connections reversed

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