English: Drawn and uploaded by User:Leonard G.

For downloadable PDF file see :Image:WPEVCContactorCharge.pdf (use for high resolution printing). thumb|right|Medium duty DPDT AC relay with 110V coil, 25A contacts at 300V AC, Magnecraft W389ACX-9. Three pole versions, W389ACX-14 (110V AC coil) W389ACX-15 (220V AC coil) has three additional terminals in the center. thumb|right|200px|Wire layout thumb|right|200px|Modifications for on-board 110 volt AC charger power control see this image thumb|right|200px|Modifications for 220 volt AC control using Avcon or other externally controlled 220V AC input thumb|right|200px|Modifications for 220 volt AC control using internally controlled 220V AC input

Drawing corrections (to be done)

• <add notes here>

On drawing notes (for translation):

• Top: Charger wired for externally controlled AC power
• Upper Right: Include plug or door sense to prevent vehicle operation when AC cord plugged in.
• Middle Right: This design assumes that charger may be connected to pack at all times - verify against charger specifications.

Contactor pre-charge and charge disconnect. See caution and disclamer at bottom of document

This circuit is for use with transformerless chargers using grounded extension cord from a GFCI (Ground Fault Controlled Interrupt) protected outlet.

Not shown on this drawing: contactor control circuit (start-run), pack power routing to vehicle service voltage converter, heater, and instrumentation (shunt, ammeter and voltmeter), vacuum pump, and other wiring.

Key to drawing:

• AC: Alternating current plug connection to extension cord for battery charging
• B: Battery
• C: indicates "charge" position of run-charge relay
• C1, C2: Contactors, at least one located near pack
• Chg: Charger
• Cr: Motor controller
• F-BP: High current pack fuse or circuit breaker (500 amperes typical for a mid range EV, lower for light vehicles, higher for performance vehicles)
• F-CP, F-CN: Battery charger fuse at contactor (CP charger positive and CN charger negative) - 20 to 30 amps typical, fuses located where wire size changes at contactor
• F-PCP, F-PCN1, F-PCN2: Controller pre-charge fuse - 2 to 5 amps sufficient. None required at RP as this will limit current. Use an additional fuse if this resistor is not mounted directly on contactor at one end.
• F-CR: Charge relay 110 volt AC fuse - 2 to 5 amps sufficient
• G: AC ground, green wire in U.S. installations
• Gnd: Vehicle chassies ground
• H: AC hot. black wire in U.S. installations, 220 volt US installations will also provide an additional wire, red and hot of opposing phase
• I-S: Inertial switch, opens with shock, manually reset
• Ign: Ignition circuit, controlled by key switch, on for run and start
• N: AC neutral wire, white in U.S. installations
• R: indicates "run" position of run-charge relay
• Ry CP: Charge relay powered by AC from AC power input. This should be an industrial grade relay or motor contactor with appropriate ratings for coil voltage (110 or 220V AC) and contact current (20, 30 , or more amperes depending upon charger requirements). 220 volt systems require a secondary contactor driven by the output of Ry CP, breaking both hot leads (red and black). A secondary contactor is also required for high current 110 volt applications
• RC: Controller pre-charge resistor (varies with application, see controller documentation, 750A 25W typical)
• Run: System operate power, provided by switch or keyswitch or by Run Latch Relay, part of start-run circuit documented elsewhere.

Run-charge relay (Ry CP) notes:

• A typical lower power implementation will use a medium duty relay such as a Magnecraft W489-ACX-15, suitable for controlling chargers up to 25A AC currents (e.g. the commonly used K&W onboard charger). For higher power and 220 volt charger applications the output of this relay may be used to drive a high power motor controller as shown in the 220V AC Avcon drawing referenced above.
• If 220V AC input is used the relay must break both hot leads (black wire and red wire in U. S. installations, best performed by using a secondary relay as suggested above for high power applications. See the Avcon wiring diagram
• The logic of this circuit can be implemented with various combinations of relays and switches.
• Charge cord physical access door is separately interlocked to prevent run when plugged in - see run latch circuit at :Image:WPEVStartRun.png
• (1) Connects controller charge priming resistor to positive side of pack when not charging
• (2) Completes controller charge prime circuit to negative side of pack when not charging
• (3) Provide AC power to charger (directly as shown or indirectly via another contactor) which must occur after pack is isolated by opening of other contacts on this relay

WARNING! Power will be present in motor compartment when contactors are open (the charging circuit remains connected) and the controller input capacitance will store energy provided by the precharge resistor RP. Voltage will be present for some time after pack is disconnected by manually removing battery connections or by opening a mid-pack high current switch.

Wire sizes:

Charger current wires to F2, F3, F4, and charger AWG 10 typical. If controller pre-charge is performed via AWG 16 wires then 5 amp fuses should be provided at any end that sources or sinks pack voltage, with the exception of the pre-charge resistor, which will itself limit any fault current.

Main battery wires AWG 2/0 to 4/0 typical

Relay coil wires AWG 16 or 18 typical

Cautions:

• This assumes permanent connection of the pre-charge resistor and that a sufficient interval between charging AC disconnect and system operation will allow the pre-charge resistor to fully charge the controller capacitors. Failure to allow sufficient pre-charge may damage the contactors, even welding them in the closed position.
• Systems providing a complete system shut-down between run conditions (normal run and shut-down without recharge) should use a sense or timer circuit to prevent operation until the pre-charge is complete. Systems sensing pack voltage relative to pre-charge voltage should use optical isolation methods to protect low voltage circuits.
• A charging door interlock switch in the start-run circuit must also prevent vehicle operation while plugged in.

Use subject to Disclaimers: Responsibility for accuracy and liabilities for application is by the user of this document, not the author, checkers, or modifiers.