XEV1K11T2 - Switch HAGER - Free user manual and instructions

USER MANUAL XEV1K11T2 HAGER

installation manual - p. 30 Witty charging station for electric vehicle

• Electrical appliances should only be installed and mounted by a qualified electrician. Accident prevention measures in force in the country must be respected. Failure to adhere to the installation instructions could lead to damage to the appliance, a fire or could be a danger to others.

• Please observe the measures and standards in force for SELV electrical circuits when installing and fitting the cables. Before any intervention on the appliance or the charge, switch off the charging station at the circuit breaker upstream and lockout the appliance if necessary. After opening the charging station, check that there is no voltage running to any of the parts.

• When installing the charging station, check that there are no environmental conditions (rain, mist, snow, dust, wind, etc.) that could pose a danger or cause a breakage during handling and when powering on again.

• Remember to take into account all of the circuit breakers delivering potentially dangerous voltages to the appliance or charge.

• Risk of electrical shock.

• Please separate the wiring between the high current/low voltage (D/N input, output to shunt coil) of the controller board and the low current/extra low voltage (TIC input, CHP inputs/outputs) of the TIC board. All of the FAQs, resources and contacts you need to install a Witty charging stations are available by scanning the Flashcode or by going to: http://hgr.io/r/XEV1K11T2 and http://hgr.io/r/XEV1K22T231

1. Please read before carrying out any electrical wiring on the charging station

1.1. Wiring the shunt coil (Shunt Trip function) The electrical wiring of the shunt coil of this new charging station has been modified. To prevent any malfunctions in the charging station, please refer to chapter 7. Wiring the shunt coil MZ203 (Shunt Trip function).

2. Overview of the standard range

Description of the product reference structure Reference XEV1K07T2 for example: XEV1 code for the charging station 1 charge point K key-controlled access (Key) 07/11/22 charging station power in kW T2 T2S mode 3 socket (secure T2 socket) Other references XEVAxxx accessory for charging stations XEVSxxx spare part for charging stations Charging stations with T2/T2S socket Ref.: XEV1K07T2 / XEV1K11T2 / XEV1K22T2 (a) (b) (c) a (mm) 549 b (mm) 250.5 c (mm) 17332 x 6

3. Description of the exterior

x 4 x 4 x 1 x 4 x 2 x 8 x 4 2 locking keys to secure access to the charging station and located inside the charging station. Ref.: XEVA100 Refer to the instructions provided with the cable sup- port to install it. Optional Identification label

• Exterior Lighting strip Hover button Location of user sticker Mode 3 socket T2/T2S Frame Location for cable support Cover opening Charging station lock T25S T30

L1 L2 L3 NFT716 40 A contactor, T2/T2S socket Pulse counting input connector Three-phase and earth connecting terminal block Single-phase and earth connecting terminal block

Cable duct 16 A protective circuit breaker, controller board Day/night input and Shunt Trip (D/N) and (ST) terminal block 6 mA detection connectors TIC/CHP board (optional)

• Electrical composition of the base

4. Description of the interior

Cable retaining piece and cable tie Coding wheel for the definition of the maximum power USB port Location of WIFI module or Ethernet Connector for TIC board HMI connector (LED)34

• Electrical composition of the front panel HMI electronic signalling card (XEVS020) 5.1. Opening When leaving the factory, the frame and the front panel are not screwed on, and the cable of the front LED electronic board is not connected.

The charging station must be switched off before opening. OFF35

from the floor 5.2. Mounting Before mounting the charging station, please ensure that all of the cables are present:

• 3 Ph + N + Earth for a three-phase charging station, wire diameter: 5G10 or 5G16 flexible or rigid or 1Ph + N + Earth for a single-phase charging station, wire diameter: 3G10 or 3G16 flexible or rigid,

• an SYT2 remote reading cable, or failing that, a cable with 1 twisted pair (wired connection) with a TIC board,

• a 2-wire cable (2 x 1.5 mm

• the minimum wire diameter for a charging station with a current rated at 32 A is 10 mm².

• Cable inlet at the back.

• Cable inlet at the top. • Cable inlet at the bottom. Drill the number of holes required according to the number of cables to be inserted. Refer to the instructions supplied with the stand to install the XEVA110 (for 1 charging station) or XEVA115 (for 2 charging stations) base and stand. Then follow the steps below.36

• Quality of the earthing according to the EV READY label 1.4• Detection of contacts stuck to the contactor according to the EV READY 1.4 label. All of the charging stations with a rated load power greater than 3.6 kW are provided with a device that detects if a contact is stuck to the contactor.

TN or TT neutral system NOK Neutral system

without isolating transformer 100 Ω max 100 Ω max for 10 charging stations10 charging stationsmax on1 ground wireInterconnection

6. Electrical protections for charging stations

Shunt coilsMZ203EV READY 1.4Electrical network disconnection if the contactor is stuckFunction: trigger/Shunt Trip (ST) rigid cable 2 x 1.5 mm Power > 4 KVA onlyFault detected Information indicator lightis steady red for 3 seconds Network disconnectionRefer to chapter 8. Wiring the shunt coil MZ203 (Shunt Trip function) According to standard EN 61851-1, this charging station incorporates a DC-CDC conforming to IEC 62955. In the event of detection of a DC component > 6 mA at the level of the fault current, this DC-CDC acts on the power contactor also integrated into the terminal, which automatically cuts power from the charging station. This 6 mADC detection device eliminates the need for a type B differential. All of the circuits must be installed completely in the same structure (from the electrical point of view) of the building.37

• Single-phase charging station power cabling: 1 Ph + N + E

• Three-phase charging station power cabling: 3 Ph + N + E The shunt coil - 230/415 V AC - HAGER MZ203 is an additional, non-compulsory safety mechanism that complements the mandatory differential switch + circuit breaker pairing, in order to ensure the complete electrical protection of your charging station. It is implemented to cut the power to the charging station in the event that the contactor of the T2/T2S socket becomes stuck. The shunt coil must be present in order to obtain ZE Ready certification. It couples to the circuit breaker, enabling it to be tripped remotely.

8. Wiring the shunt coil MZ203 (Shunt Trip function)

9. Wiring deferred charging

Use the 230V input to shed or authorize the load (with a digital time switches for example): 1 Digital time switch 2 General circuit breaker 3 2A protection circuit breaker 4 230V input terminal block of the charging station 0 V~ : no load 230 V~ : load

*depending on charging station configuration (see chapter "configuration")39 On leaving the factory, the charging station is pre-configured to operate with its configuration. An example configuration with a detailed description is provided in step 7 "Edit configuration". To modify certain charging station operating parameters, according to the electrical installation and/or your customer requirements, a blank USB flash drive must be used for each new installation use a 1 to 4 GB USB flash drive in FAT32 format. If, however, the factory settings comply with the customer's end use, please go directly to chapter 13. Charging station closure.

10. Charging station configuration

No vehicle must be connected when the charging station is switched on. 10.1. Charging station configuration procedure If the key lock has been activated in the charging station configuration, then for any action on the station such as configuration, vehicle charging, mode change, forcing the charge, charge release or switching to hotspot mode, the station must be in the unlocked position (key in the ON position). The maximum power of the charging station can be set via the encoder wheel on the electronic card. The different ratings are 10 A, 13 A, 16 A, 20 A, 25 A, 32 A. In factory "down arrow" position, the power taken into account is that of the configuration file. 10.2. Maximum power setting

• Configuration for compliance with EV Ready 1.4: For compliance with EV Ready 1.4, the "Charging station current" parameter can only take values whose cells are marked with a tick in the table below.

• Configuration for compliance with ZE Ready 1.4: For compliance with ZE Ready 1.4, the "Charging station current" parameter can only take values whose cells are marked with a tick in the table below. Charging station on single-phase net- work three-phase network 10 A 13 A

Charging station on single-phase net- work three-phase network 10 A 13 A 16 A

32 A ✓ ✓40 indicator light off

• If the charging station is equipped with a TIC board, please wait 60 seconds for all of the parameters of the electric meter to be taken into account.• After a few seconds, the green LED on the controller board lights up, flashes twice and then stays on. The "B1280 diagnose.txt" configuration file was copied to the flash drive as well as a "B1280 logs.csv" log file, which traces all the events that have taken place on the charging station. This file is empty at the first charge. steady green 10.3. Modify the settings using a USB fl ash drive

OFF B1280 diagnose.txt

Parameters Current values Authorised values Comments [Confi g] Access control = 0 # 0->Stand Alone-Home # 3->Key-Switch This fi eld takes the value 0 if the customer does not want to use the key. The charging station will always remain accessible for vehicle charging. It takes the value 3 if the customer wants to use the key. In this case, the charging station must be unlocked (put the key in the ON position) to charge the vehicle. Once charging has started, the key can be turned to OFF and removed. The charge will fi nish but a new charge will not be allowed. [Manager] Name = ” “ # Charge Point Name You can give a name to the charging station between the quotes, for example: the name of the customer. Example: "René Dupond". The diagnose fi le generated will be "B1280 René Dupond.txt" and the log "B1280 logs René Dupond.csv". Wh_per_impulse = 0 # 0->No Counter # 1-> ECP140D, ECR140D, SAIA BURGESS AAD1,

This parameter takes the value 0 if no meter is used in the charging station. It takes the value 1 for the ECP140D meter and the value 5 for the ECP380D meter. Refer to the B1280 diagnose .txt fi le when using other meters. Phase_number = 1 # 1->single phase # 3->three phase This parameter is set by default according to the type of charging station: to the value 1 in the case of a single-phase station and to 3 in the case of a three-phase station. A three-phase charging station can be connected to a single-phase electrical network. In this case, this parameter must be set to 1 and it is imperative to connect the phase/neutral power supply to phase 1 of the three-phase charging station. CHP_mode = 3 # 0->CHP active # 1->CHP load shedding 7A/13A (mono/tri) # 2->CHP load shedding 0A # 3->CHP unused This parameter should be set when the CHP* function is required, i.e. with a cogeneration system. When this parameter is set to 0 and the CHP input is active, it signals to the controller that energy is supplied by an alternative way (cogeneration, photovoltaic, etc.) and that it can charge the car with a clean or more attractive energy. Values 1 and 2 are, respectively, partial or total load shedding functions. They make it possible to limit the vehicle's charge to 7 A for a single-phase charging station and 13 A for a three-phase station or to completely stop the charge if the domestic consumption is excessive. A Hager load shedder, reference 60060, should be added to the electrical installation. The default value for this parameter is 3; the function is not used. DN_mode = 3 # 0->DN active # 1->DN load shedding 7A/13A (mono/tri) # 2->DN load shedding 0A # 3->DN unused This parameter is to be used in the case of an electrical installation with a Ferraris meter combined with a Day/Night tari . When the contact of the Day/ Night contactor is connected to the D/N input of the charging station controller, this parameter must be set to 0. It will enable the vehicle to be charged dur- ing o -peak hours for a more advantageous price. The functions of parameters 1, 2 and 3 are identical to the functions of the CHP_mode parameters. Current_Selector = 6 # 1->10 # 2->13 # 3->16 # 4->20 # 5->25 # 6->32 This parameter is pre-confi gured for all of the charging stations according to the maximum power supplied by this one. It limits the charging current of the vehicle according to the total available power of the electrical installation. It must be readjusted if an electrical installation does not include TIC and where the total power installed in the home exceeds the power supplied by the electrical installation. For this parameter to be taken into account, it is necessary that the encoder wheel on the card is positioned on 0. B1280 diagnose - Bloc - notes Edition Format Achage Aide Fichier [Config] Access control = # 0->Stand Alone-Home # 3->Key-Switch [Manager] Name = "" # Charge Point Name Wh_per_impulse = 1 # 1->SAIA BURGESS AAD1, AAE1, ALD1, ALE3

The text file B1280 diagnose.txt, which was generated on the USB flash drive, is used to configure certain functions of the charging station. The first column contains the names of the parameters; this column must not be modified. The second column corresponds to the current value of the parameter; it can be modified. The one below is an example of an XEV1K07T2 charging station. The third column indicates the values authorised on the relevant parameter. Example: I want the lock to be enabled in order to limit access to the charging station. To do this, replace 0 with 3 in the current value column.42 Parameters Current values Authorised values Comments Deferred = 0 # 0->Immediate # 1->Deferred inclusive # 2->Deferred exclusive This parameter defi nes the basic operation of the charging station. With a value of 0 (Immediate), the charging station operates under immediate charge without taking into account a tari optimisation (via the TIC) or the D/N and CHP inputs. With a value set to 1 (Deferred inclusive) or when the D/N or CHP inputs are at 1, charging only starts (via the TIC) during the o -peak periods of the cus- tomer's subscription, and only stops when vehicle charging is complete. With this value set to 2 (Deferred exclusive) or when the D/N or CHP inputs are at 1, charging only starts (via the TIC) during the o -peak periods of the customer's subscription and stops on returning to the peak hours period, even if the vehicle has not been charged. Consent Tic = 0 # 0->No consent # 1->Consent ok This parameter is used when using the XEVA220 Wi-Fi accessory card. DN Delay = 0 # Day night delay in minute (up to 1440) This parameter complements the DN_mode param- eter. It makes it possible to delay the start of the vehicle charge when switching to o -peak hours from 0 to 1440 minutes in order to avoid a peak in domestic consumption when switching to o -peak hours. This parameter is set to 0 when a TIC is present because the load management becomes dynamic. Phase mapping = 0 # 0->L1-L2-L3 # 1->L1-L3-L2 # 2->L2-L1-L3 # 3->L2-L3-L1 # 4->L3-L1-L2 # 5->L3-L2-L1 This parameter makes it possible to reposition the order of the three phases of the three-phase network on the charging station without having to rewire it. By default, the value is 0. For single-phase charging stations, this parameter is used to defi ne on which phase of the three-phase network the station is connected. Led_Pwr = 100 # 30% - 100% Adjusting the brightness of the LED of the charging station. [Tic] Tic_manage- ment = 0 # 0->TIC automatic # 1->TIC unused This parameter is set according to the presence or absence of the TIC board in the charging station. However, if this was present but not used, this parameter will have to be repositioned to 1 or physically disconnect it from the electronic board. TIC function automatic: parameter to be set to 0 TIC function not used: parameter to be set to 1. The CHP input remains functional even if the TIC is not used. Tari _1 = Tari _2 = Tari _3 = Tari _4 = Tari _5 = Tari _6 = Tari _7 = Tari _8 = Tari _9 = Tari _10 =

# 0->No charge # 1->Charge # 0->No charge # 1->Charge # 0->No charge # 1->Charge # 0->No charge # 1->Charge # 0->No charge # 1->Charge # 0->No charge # 1->Charge # 1->Charge # 0->No charge # 1->Charge # 0->No charge # 1->Charge # 0->No charge # 1->Charge # 0->No charge These parameters are only to be set within the framework of use of a standard TIC from a Linky meter. The energy supplier is supposed to provide its customer with the tari s to which the di erent time slots are assigned. Example (non-contractual): Peak hours ➞ Tari 1 O -peak hours ➞ Tari 2 Super o -peak hours ➞ Tari 7 The installer will set the tari _7 parameter to 1 and if necessary, depending on the customer's choice or requirement, the tari _2 parameter to 1. All other Tari parameters will remain at 0. In the above case, the charging station will charge the vehicle during o -peak hours and super-o - peak hours. The di erent tari s are also readable directly on the meter (from 1 to 10). ERL = 0 # 0->ERL unused # 1->ERL active This parameter is not used in these charging stations. It is set at 0 by default. EV41= 1 # 0->Disabled # 1->Enabled This parameter allows the charging station to go below 6 A in single phase and 13 A in three phase. When this parameter is deactivated, the terminal is no longer certifi ed EV Ready.43 15 s 15 s Wait 60 seconds before cutting it off. 60 s

steady green steady green Read the key again to check that all of the parameters have been taken into account.

It is possible to quickly test the contactor and the shunt trip coil (Shunt Trip function).

1. Put on the PPI (Personal Protective Equipment).

2. Remove the charging station cover.

3. Switch off the power via the charging station's circuit breaker.

4. Disconnect the connector from the HMI board.

5. Set the encoder wheel to position B.

6. Switch on the charging station

2 options: - The contactor closes (listen for the “click”). Use a multimeter to measure the pole-by-pole voltage at the 40 A contactor outputs, ideally with the vehicle connected. The voltages measured must be between 200 V~ and 240 V~. If the voltages are correct, the contactor is operational: a) switch off from the charging station circuit breaker, b) connect the HMI ribbon cable, c) reset the encoder wheel to the desired intensity (see "configuration" chapter), d) switch on from the charging station circuit breaker.

- If the contactor does not close (no sound) or the voltages measured are not correct, the contactor malfunctions: a) switch off from the differential circuit breaker of the electrical board, b) replace the contactor, c) reset the encoder wheel to the desired intensity (see "configuration" chapter), d) connect the HMI ribbon cable, e) switch on from the differential circuit breaker of the electrical board.

7. Close the charging station cover

• TEST OF THE SHUNT TRIP FUNCTION.

1. Put on the PPI (Personal Protective Equipment).

2. Remove the charging station cover.

3. Switch off the power via the charging station's circuit breaker.

4. Disconnect the connector from the HMI board.

5. Set the encoder wheel to position A.

6. Switch on the charging station

2 options: - After 10 seconds, the MZ203 coil is activated. The charging station protections located on the panel trip and the bollard is no longer powered. a) reset the encoder wheel to the desired intensity (see "configuration" chapter), b) connect the HMI ribbon cable, c) switch on from the differential circuit breaker of the electrical board.

- The MZ203 coil does not activate: a) switch off from the differential circuit breaker of the electrical board, b) check the wiring of the shunt trip function, c) connect the HMI ribbon cable, d) switch on from the differential circuit breaker of the electrical board.

7. Close the charging station cover

13. Closing the charging station

x 8 2 N.m max T25S 2 N.m max Respect the tightening torque; risk of losing IP55 protection.

correct sticker. Sticker to be used when the locking key is not used

2. First remove the back of

3. Adjust the sticker in the

4. Remove the protective film

from the front of the sticker. Sticker to be used when the locking key is used47

14. Charging station operation

14.1. Selecting the charging mode For the hover button to work correctly, the thumb must cover the split part and the bottom of the lighting strip. Split Hover button Incorrect Correct Flashing yellow Immediate charging mode Flashing blue Deferred charging mode Flashing white Exclusive deferred charging mode The XEV1Kxx charging stations have three charging modes:

1. Immediate charging mode (blinking yellow):

This mode charges an electrical vehicle as soon as it is connected.

2. Deferred charging mode (blinking blue):

In this mode, the start of charging is delayed and only permitted during reduced tari time periods. Charging stops when it is complete.

3. Exclusive deferred charging mode (blinking white):

In this mode, charging is delayed and only permitted during reduced tari time periods. Charging stops when the reduced tari time period comes to an end, even if charging is not complete. Follow the steps below to select these modes: There is no electric vehicle connected to the charging station. To display the current charging mode, place your thumb on the hover button until the lighting strip flashes (min. 10 secs) then remove it. To switch from one mode to the other, place your thumb on the hover button for 2 seconds then remove it. The lighting strip changes colour, indicating the new charging mode selection. The charging station is unlocked and the lighting strip has a steady green light.

10 secs. Immediate charging mode Deferred charging mode Exclusive deferred charging mode 2 secs. If the key lock has been activated in the charging station configuration/setting, then for any action on the station such as vehicle charging, mode change, forcing the charge, charge release, the station must be in the unlocked position key in "open padlock" position.48 14.2. Forcing the charge 14.3. Unlocking the charging cable To save a new charging mode:

20 secs. The lighting strip flashes quickly for 5 seconds depending on the charging mode selected. Wait 20 secs.

Connect the electric vehicle to the charging station If the charging cable is locked on the charging station, you can release it by following the procedure below. The charging station must be unlocked (key to ON position): Push the plug to the bottom of the socket in the charging station.

The lighting strip flashes green/white. You can remove the charging cable. This procedure can be done several times in a row.

Place your thumb on the hover button for approximately 5 seconds then remove it. You will hear a “click” as it unlocks. approx. 5 secs.

Connect the electric vehicle to the charging station.

Place your thumb on the hover button for 2 seconds then remove it. The lighting strip starts to pulse green. 2 secs.

15. Charging station diagnostic

15.1. Introduction 15.2. Diagnostic parameters and their explanations The charging station incorporates a set of control parameters to establish a diagnosis during all phases of its operation. The results are provided in the B1280 diagnose .txt file when the USB flash drive is inserted into the USB port of the charging station controller board. The B1280 diagnose .txt file is made up of 2 areas: 1. A first area providing all of the charging station configuration parameters from the [Config] field to the [Tic] field. For more details, refer to

Chapter 11: Charging station Configuration.

2. A second area providing a complete diagnosis of the charging station and starting with the [Diagnose] field.

This chapter sets out the diagnostic function of the B1280 controller board. Description: The diagnostic function is implemented to provide detailed information on the current state of the charging station.

• The diagnostic is written automatically when the USB flash drive is inserted.

• On a B1280 controller, equipped with an optional XEVA220 Wi-Fi card, access is via the Wi-Fi network instead of USB. The diagnostic information is divided into sections, each of which is described below. Each section may vary depending on the configuration of the Witty charging station. Example of a Diagnose function: [Information] Version = 7.0.1.0 Hardware = B1280 D/N_Timer = 0 s Blackout_timer = 0 s Wifi = absent Field Possible value Note Version = x.x.x.x Witty charging station software version Hardware = B1280 D/N_Timer = Minutes The current status of the D/N timer, if not at zero, represents the time remaining in minutes before charging begins. Blackout_timer = 0-60 Seconds Current value of the blackout timer after a power failure. If it is not zero, it represents the time remaining in seconds before charging restarts. Wifi = Absent; Present DANGER WARNING: if a live diagnosis is required, please equip yourself with PPE (Personal Protective Equipment).

This section concerns the current software version, the type of board and other charging station data. The parameters of the Diagnose function cannot be modified

This section deals with the current status of the input data. [Inputs] Slider = Delayed inclusive Current_selector = 32 A Tari = High tari CHP_Input = Open (unused) Temp = 27°C Key_Switch = Unlocked Installation_phases = Three-phase Field Possible value Note Slider = Immediate; Delayed; Pin (Test mode) Immediate; Delayed; Pin (Test mode) Current_selector = 13 A;16 A;20 A;25 A;32 A Charging current set Tari = Low tari; High tari O-peak tari; Peak tari CHP_Input = Open; Close External signal status (Open; Closed) Temp = [0-125]°C Temperature of the B1280 controller board Key_Switch = Locked; Unlocked Charging station locked/Charging station unlocked Installation_phases = Single-phase; Three-phase Single-phase; Three-phase50

This section concerns the current status of the sockets. Field Possible value Note BP_Timer 0-60 Seconds Time remaining to change the D/N mode with the BP EVSE_Contactor Open; Close Contactor Open; Closed EV_consumption nA n: Instantaneous charging station current HMI_status "

Ready Ready tic faulty Ready tic idle Ready (Purple) Waiting for EV reaction Waiting for EV (de)connection Waiting for authorization signal ie: \ D/N; CHP; TIC; Blackout resume timer Waiting for authorization signal ie: \ D/N; CHP; TIC; Blackout resume timer; M3 release Waiting for Power availability or M3 release Waiting for Power availability / Wifi start Waiting for Power request from EV EV Charging (led cycle ~10s) EV Charging (led cycle ~20s) EV Charging with faulty TIC EV Charging with standby TIC EV Charging after Load Shedding EV don’t request charging EV don’t request charging (tic faulty) EV don’t request charging (tic standby) Fatal Error Error" "This corresponds to the LED statuses. Each of these could be followed by the Access Point (AP) on the B1280 controller.

Ready Ready tic faulty Ready tic idle Ready (Purple) Waiting for EV reaction Waiting for EV (de)connection Waiting for authorisation signal, i.e. D/N; CHP; TIC; blackout timer in case of power failure Waiting for authorisation signal, i.e.: D/N; CHP; TIC; blackout timer; M3 version Waiting for power supply or M3 version Waiting for power availability/Wi-Fi start-up (depending on charging station version) Waiting for Power request from EV Vehicle charging in progress (LED cycle approx. 10s) EV Charging (led cycle approx. 20s) EV Charging with faulty TIC EV Charging with standby TIC EV Charging after Load Shedding EV don’t request charging EV don’t request charging (tic faulty) EV don’t request charging (tic standby) Fatal Error Error” Charging_Mode 2;3 Charging mode 2 or 3 Cable Failed; 13 A; 20 A; 32 A; 63 A; Not Connected; Un- known "Cable value: Failed; 13 A; 20 A; 32 A; 63 A; Not Connected; Unknown Failure means that the cable resistance coding is outside of tolerance" Ctrl_pilot Standard; Simplified -> Current Max 10 A Standard; Simplified -> Current Max 10 A State A1; A2; B1; B2; C1; C2; D1; D2; E; F; U: as defined in the standard IEC 61851-1 A1; A2; B1; B2; C1; C2; D1; D2; E; F; U: as defined in the standard IEC 61851-1 Mode 3 T2S secured [Socket1] BP_Timer 0 s EVSE_Contactor Closed Closed contactor EV_consumption_p1 = 16 A Phase 1 consumption (charging station terminal block) EV_consumption_p2 = 16 A Phase 2 consumption EV_consumption_p3 = 16 A Phase 3 consumption Ihm_status EV Charging (led cycle ~10s) IHM status, slow pulsing, chargin in green Charging_Mode 3 Mode 3 charging Cable 32 A 32A cable Ctrl_pilot Typical State C2 (16 A) C2 = EV ask for charging, 16A is that the charging station purpose via PWM51 [TIC] Activity = Active Data = Valid (24587) Mode = History Isousc = 45 A Iinst = 1 A Tari = HP. (High tari)

This section concerns the communication protocol between the main meter and the charging stations Field Possible value Note Activity Inactive; Active Inactive; Active ➞ Active means that a frame has been received Data Invalid; Valid Invalid; Valid ➞ Valid means that the TIC frame is correct Mode "Standby Standard History Three-phase standard Three-phase history Greencharging Unknown” Standby Single-phase standard Single-phase history Three-phase standard Three-phase history Greencharging Unknown Iprod n A n is the current produced. Only displayed if Ecolo = Active Isousc n A n is the maximum subscribed current. Only displayed if Ecolo = Inactive Iinst n A n is the instantaneous current consumed by the installation. Only displayed if Ecolo = Inactive Iinst_x n A n is the instantaneous current consumed by the installation during phase x. Only displayed with a three-phase TIC Tari HC.. HCJB HCJR HCJW HN.. HP.. HPJB HPJR HPJW PM.. TH.. Tari1 Tari2 Tari3 Tari4 Tari5 Tari6 Tari7 Tari8 Tari9 Tari10 .. If 2 points are present behind a rate, it is followed by the wording Low (advantageous cost) or High (normal/high cost) HC/HP tariff: Off peak hours Tempo tariff: Off peak hours, blue day Tempo tariff: Off peak hours, red day Tempo tariff: Off peak hours, white day Normal hours tariff HP/HC tariff: Peak hours Tempo tariff: Peak hours, blue day Tempo tariff: Peak hours, red day Tempo tariff: Peak hours, white day EJP tariff: Mobile peak hours Hourly tariff Tariff1 to Tariff10 only supplied by the Linky meter in standard TIC. The tariffs used depend on the tariff contract selected by the customer, depending on their energy supplier.

No Error"" Cable Failure"" CP Short Circuit Failure"" Over Consumption"" Ventilation Error"" Load Shedding Failure"" CP Failure"" DC Current Failure"" Welded Contact Failure 1"" DC Sensor Failure""" "In the event of an error, the number of flashes is also specified so that the LED error code is known (see Chapter 16. Indicators). No Error Cable Failure CP Short Circuit Failure Over Consumption Ventilation Error Load Shedding Failure CP Failure DC Current Failure Welded Contact Failure 1 DC Sensor Failure"52

Field Possible value Note Ch_duration_x H:M:S Total charging time of the socket x or x = 1 (T2S) or 2 (TE). Cycles_x Integer Number of contactor opening and closing cycles x or x = 1 (T2S) or 2 (TE). 15.3. Log file A Log file named “B1280 logs.csv” is written to the flash drive when it is inserted into the USB port of the controller board. This file informs the installer about the saved charging sessions by providing various information during charging, such as:

1. The number of socket 1 (T2S) or 2 (TE)

2. The energy consumed during the charge

3. The time in seconds to session start

4. The time in seconds to session stop

5. The time in seconds to charging start

6. The time in seconds to charging stop

7. The session time in seconds

8. The charging time in seconds

As memory is limited, only the last session recordings are kept. [1] Socket = 1 T_connect 16428 s T_charge = 11602 s Energy = 35680 [Maintenance] Ch_duration_1 = 625 h Cycles_1 = 179 Ch_duration_2 = 1 h Cycles_2 = 553

Lighting strip Charging station status

Charging station o steady green Charging station ready for charging or charging complete flashing green Charging station awaiting changeover to reduced tari schedule pulsing green Electric vehicle charging Lighting strip Charging station status flashing blue Electric vehicle awaiting charge and charge not finalised pulsing blue Electric vehicle charging after an interrupted charge (load shedding for example) flashing green/ white Charging station waiting for electric vehicle connection or disconnection Lighting strip Cause What to do steady red Three possible faults:

1. TIC fault. If charging is possible (pulsing

red), the TIC fault is confirmed.

2. The 40 A contactor is stuck

3. The DC detection probe is defective or

disconnected. Find the source of the failure and repair it. pulsing red The electric vehicle charges in degraded mode (charge limited to 7 A in single phase and 13 A in three phase). TIC is absent. Find the source of the failure and repair it. rapid flashing green The charging station detects that the electric vehicle generates a direct current greater than 6 mA. After 4 detections, it changes to flashing red (x9 see table on next page). The customer must call their car dealership 16.1. Normal operation 16.2. Anomalies Lighting strip Number of flashes Cause What to do flashing red 1 Defective or unsupported cable Change the cable

The detection function of an electric vehicle does not work Change the cable if the problem still persists after replacement:

1. Check the integrity of the car and charging

The electric vehicle does not respect the power limit imposed by the charging station Unplug the vehicle and try charging again. If the problem persists, call the TAS

The charging station is not compatible with this vehicle because it requires the management of ventilation in the vehicle environment; ventilation that is not managed by this station Charge the vehicle via another charging station that is compatible with it

The charging station does not receive the correct charging authorisation from the electric vehicle Change the cable if the problem still persists after replacement: call the Technical Assistance Service (TAS)

The electric vehicle generates a direct fault current, preventing charging Detection of a direct current greater than 6 mA in the vehicle power supply. The customer must call their car dealership54

• T2 three-phase charging station power cabling: 3 Ph + N + E 16,5 mm

17. Internal wiring of the charging stations

• T2 single-phase charging station power cabling: 1 Ph + N + E55 As with any fixed electrical installation product, it is important to check the tightness at the various connection points of the installation during the annual inspection. They must be in phase with the following torques:

M2 assembly: 0.5N.m 2 N.m energy meter 3 N.m contactor CP/PP: 0.4 N.m L1- L3/N/E: 1.2 N.m CP/PP: 0.4 N.m L/N/E: 0.8 N.m Respect the tightening torque; risk of electrical shock. For more details, refer to the maintenance manual for charging stations 6LE007370A. After opening the charging station for wiring, configuration or maintenance reasons, you must put the cover back in place and adhere to the tightening torques. Refer to chapter 13. Closing the charging station. Contacteur 3N.m Contacteur 2N.m56 Environmental conditions Usage temperature -25°C to +50°C Storage temperature -35°C to +70°C Relative humidity 5% to 95% Protection IP 55 – IK 10 Maximum altitude of operation 2000 m Degree of pollution 3 Use intended for use by ordinary people Electrical characteristics Voltage 230 V~ / 400 V~ (three-phase version) -15% / +10% Usage frequency 50/60 Hz +/- 1% Nominal insulation voltage Ui 250 V~ / 500 V~ Standby power consumption 1,7 W Charging station electrical protection 40 A circuit breaker, C curve, energy limitation class I²t 3, on a circuit that cannot supply more than 6 kA in short-circuit (or equivalent) Electrical protection of the charging station if Charging mode 2 supplied 16 A circuit breaker, C curve, energy limitation class I²t 3, on a circuit that cannot supply more than 6 kA in short-circuit (or equivalent). Maximum charging current/power Mode 3 T2/T2S socket (depending on version) 32 A - 7 kW (single-phase version) / 32 A - 22 kW (three-phase version) 16 A - 4 kW (single-phase version) / 16 A - 11 kW (three-phase version) Maximum charging current/power Mode 2 TE socket (depending on version) 16 A - 4 kW Electrical protection rating Class 1 (earth connection) Overvoltage category 3 Earth connection diagram TN-S, TN-C-S, TT Minimum/possible wiring 10 mm² in single or multi strand/16 mm² in multi strand. Only the use of a copper conductor is authorised. Mechanical characteristics Weight 6.2 kg Maximum weight supported by the cable support axed to the charging station 7 kg Height 549 mm Width 250.5 mm Depth 173 mm Classification Power input Electric Vehicle (EV) power system connected to the AC power supply network (permanently connected) Power output alternate current power system for EV Environmental and usage conditions indoor and outdoor use Location of equipment for restricted access areas and unrestricted access areas Type of mounting surface mounting on wall mounting, on stand, fixed post, column and pipe. Installation in a horizontal position on the ceiling or on the floor is prohibited Category equipment 1 Charging mode mode 3 via T2/T2S socket and mode 2 via TE socket depending on version Adaptor no plug adapter can be used between the charging station and the charging cable or between the charging cable and the car Cable extension the charging cable cannot be extended. The charging cable must be in one piece and a maximum length of 7 m

• Identification of vehicle compatibility57

• Remote reading cable: specific cable to establish a remote reading bus (one or more wire connections) between devices and communicating under the EURIDIS protocol. 2 pair 6/10 twisted cable (either reinforced or not) depending on the installation constraints according to the NFC 33-400 standard.

• Dynamic charging: this function, integrated in charging stations fitted with a TIC board or in combination with a TIC simulator, automatically adapts the vehicle's charging power according to the domestic power available. This function prevents a protection device (circuit breaker, etc.) or the main differential circuit breaker from being opened.

• CHP: Combined Heat and Power. Abbreviation used in cogeneration systems. Examples: - Combined heat and electricity production system using gas or diesel combustion - Photovoltaic or wind power system

• D/N: Day / Night. It is used in the context of tariff subscriptions such as Peak hours/Off-peak hours, Tempo ... and, more generally, subscriptions at reduced tariffs.

• HMI: Human Machine Interface. The charging station is composed of an LED indicator light and a hover button located at the base of the indicator light serving as a virtual button.

• T2/T2S: T2/T2S (S for secure) sockets or connectors are connection devices for charging station and electric cars, and are standardised and integrated in a large majority of them.

• TE: the TE socket is a French 16 A socket used exclusively to charge the battery of vehicles such as bicycles, scooters, etc.

• ST: Shunt Trip or Trigger. Function used to cut the power to the charging station in the event of a fault.

• TIC: Customer tele-information. French white electric energy meters and the Linky meter have a TIC output allowing individual power management; they also monitor its energy consumption in real time. French white electronic meters incorporate a historical TIC. The new Linky meter integrates the historical TIC and standard TIC. However, a single TIC is active. By default at installation, the historical TIC is activated by the energy supplier. To switch from historical TIC to standard TIC, ask the customer to call their energy supplier and implement service F185. This service switches the historical TIC to the standard TIC without intervention on the customer's site.

• USB: Universal Serial Bus. USB is a computer bus standard for connecting devices to a computer. The USB port used on the controller board enables you to connect a USB flash drive to:

• configure the charging station,

• perform a charging station diagnosis,

• update the software on the controller board.

OFF B1280 diagnose.txt

OFF B1280 diagnose.txt

Ready Ready tic faulty Ready tic idle Ready (Purple) Waiting for EV reaction Waiting for EV (de)connection Waiting for authorization signal ie: \ D/N; CHP; TIC; Blackout resume timer Waiting for authorization signal ie: \ D/N; CHP; TIC; Blackout resume timer ; M3 release Waiting for Power availability or M3 release Waiting for Power availability / Wifi start Waiting for Power request from EV EV Charging (led cycle ~10s) EV Charging (led cycle ~20s) EV Charging with faulty TIC EV Charging with standby TIC EV Charging after Load Shedding EV don’t request charging EV don’t request charging (tic faulty) EV don’t request charging (tic standby) Fatal Error Error" "Questo corrisponde agli stati del LED. Ognuno di questi può essere monitorato dall’Access Point (AP) sul controller B1280.