SAE J 2697-2011 Inverter Requirements for Class Eight Trucks - Truck and Bus《八类卡车 卡车和客车换流器要求》.pdf

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1、_6$(7HFKQLFDO6WDQGDUGV%RDUG5XOHVSURYLGHWKDW7KLVUHSRUWLVSX EOLVKHGE6$(WRDGYDQFHWKHVWDWHRIWHFKQLFDO and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, LVWKHVROHUHVSRQ

2、VLELOLWRIWKHXVHUSAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2017 SAE InternationalAll rights reserved. No part of this publication may be reproduced, sto

3、red in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE.TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada)Tel: +1 724-776-4970 (outside USA)Fax: 724-776-0790Ema

4、il: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on thisTechnical Report, please visithttp:/standards.sae.org/J2697_201702 SURFACE VEHICLERECOMMENDED PRACTICEJ2697FEB2017Issued 2011-11Reaffirmed 2017-02Superseding J2697 NOV2011Inverter Requiremen

5、ts for Class Eight Trucks - Truck and BusRATIONALEJ2697 has been reaffirmed to comply with the SAE five-year review policy.TABLE OF CONTENTS 1. SCOPE 31.1 Purpose . 32. REFERENCES 32.1 Applicable Publications . 32.1.1 SAE Publications . 42.1.2 Underwriters Laboratories Publications 42.1.3 Canadian S

6、tandards Association Publication . 42.1.4 Other EMC Standards . 42.1.5 Other Standards 43. ABBREVIATIONS AND DEFINITIONS . 53.1 MSW 53.2 NEC . 53.3 TSW 53.4 Type 1 . 53.5 Type 2 . 53.6 Ampacity . 53.7 THD . 53.8 AFCI 53.9 GFCI 53.10 Nominal 120 VAC 53.11 Shore Power . 53.12 Shore Power Connector 53.

7、13 Surge Current 54. GENERAL APPLICATION CONSIDERATIONS 64.1 Location of Device. 64.2 Maximum Surge Requirements 64.3 Steady State Power Requirements . 64.4 Loads Attached to Power Source . 64.5 Battery Capacity Requirements for Run Time 74.6 Cable Harness Requirements (Over Current protection, DC d

8、isconnect) 74.7 Low Battery Cut Off (Voltage) to Ensure Truck Starting . 74.8 State of Charge . 74.9 Technology Choices . 74.9.1 Waveform: True Sine Wave vs. Modified Sine Wave . 74.9.2 High Frequency or Low Frequency Topologies 84.9.3 Single Stage vs. Multi-Stage . 84.9.4 Canbus Interface, RS 485 I

9、nterface, LIN etc. (Optional) 84.10 Inverter/Charger Combination Units . 85. INSTALLATION. 95.1 Location and Mounting 95.1.1 In-cab (Type 1) 95.1.2 External Mounted Products (Type 2) 95.2 Audible Noise 95.3 Wiring 95.3.1 AC Wiring 95.3.2 GFCI/AFCI Compatibility . 95.3.3 DC Wiring 96. ELECTRICAL PERF

10、ORMANCE . 106.1 AC Output . 106.1.1 Waveform 106.1.2 Voltage 106.1.3 AC Current Rating . 106.1.4 Frequency . 106.1.5 Isolation . 106.2 DC Input 106.2.1 DC Input Voltage . 106.2.2 DC Input Current . 106.2.3 Isolation Voltage to Chassis 106.3 Charger AC Input 116.3.1 AC Input 116.4 Charger DC Output .

11、 116.4.1 DC Output Voltage 116.4.2 DC Output Current 116.4.3 Algorithm . 116.4.4 Inverter/Shore Power Transfer System 116.4.5 Neutral to Ground Bonding . 117. OPERATING ENVIRONMENT . 138. ELECTROMAGNETIC CAPATIBILITY . 148.1 Ripple Current at DC Terminals 148.2 Load Dump 148.3 Jump Start and Reverse

12、 Polarity Test 149. COMPLIANCE WITH ELECTRICAL SAFETY STANDARDS 149.1 North America . 1410. USABILITY 1510.1 User Displays and Controls 1510.2 Connectors and Terminals 15SAE INTERNATIONAL J2697 FEB2017 2 OF 1511. NOTES 1511.1 Marginal Indicia . 15FIGURE 1 THREE STAGE CHARGING PROFILE 11FIGURE 2 NEUT

13、RAL BONDING WITH EXTERNAL TRANSFER SWITCH . 12FIGURE 3 NEUTRAL BONDING WITH INTERNAL TRANSFER SWITCH 12FIGURE 4 NEUTRAL BONDING FOR SHORE POWER OR GENERATOR WITH NO TRANSFER SWITCH . 13TABLE 1 TYPICAL POWER RATING OF LOADS 6TABLE 2 ENVIRONMENTAL TEST MATRIX 131. SCOPE This SAE Recommended Practice i

14、s intended to describe the application of single-phase DC to AC inverters, and bidirectional inverter/chargers, which supply power to ac loads in Class heavy duty on-highway trucks (10K GVW). The document identifies appropriate operating performance requirements and adds some insight into inverter s

15、election. This document applies to factory and after-market installed DC-to-AC inverter systems (Including inverter chargers) providing up 3000 W of 120 VAC line-voltage power as a convenience for operator and passenger use. Such inverters are intended to power user loads not essential to vehicle Op

16、eration or safety (e.g., HVAC, TV, microwave ovens, battery chargers for mobile phones or laptop computers, audio equipment, etc.). Systems incorporate the inverter itself as well as the input, output, control, and signal wiring associated with the inverter. Requirements are given for the performanc

17、e, safety, reliability, and environmental compatibility of the system. These are recommended requirements to be used by vehicle manufacturers in the development of their own specifications, which may incorporate more or less stringent requirements. This document scope excludes military vehicles, bus

18、 and 28 V systems. 1.1 Purpose The purpose of this document is to define requirements for inverters and inverter chargers used on class eight on highway heavy duty trucks. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this specification to the extent specified here

19、in. Unless otherwise indicated, the latest issue of SAE publications shall apply. SAE INTERNATIONAL J2697 FEB2017 3 OF 152.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA)

20、, www.sae.org.SAE J184 Qualifying a Sound Data Acquisition System SAE J1113 Series of Standards for Electromagnetic Compatibility SAE J1127 Low Voltage Battery Cable SAE J1128 Low Voltage Primary Cable SAE J1455 Recommended Environmental Practices for Electronic Equipment Design in Heavy-Duty Vehicl

21、e ApplicationsSAE J1939/15 Reduced Physical Layer, 250K bits/sec, UN-Shielded Twisted Pair (UTP) SAE J2549 Single Conductor Cable for Heavy-Duty Applications - Truck and Bus SAE J2698 Primary Single Phase Nominal 120 VAC Wiring Distribution Assembly Design - Truck and Bus 2.1.2 Underwriters Laborato

22、ries Publications Available from Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096, Tel: 847-272-8800, .UL 458 Standard for Power Converters/Inverters and Power Converter/Inverter Systems for Land Vehicles and Marine Crafts, Standard No. 458 UL 1699 Arc-Fault Circuit Inte

23、rrupters 2.1.3 Canadian Standards Association Publication Available from CSA International, 178 Rexdale Boulevard, Toronto, Ontario, Canada M9W 1R3, Tel: 416-747-4000, www.csa-international.org.CSA 22.2 No. 107.1-01 General Use Power Supplies 2.1.4 Other EMC Standards CISPR 25 Level 3 CISPR 25 Editi

24、on 3.0 2008-03 FCC Part 15, Class B Code Of Federal Regulation, Title 47, Federal Communications Commission. 2.1.5 Other Standards ANSI/RVIA 12V Standard for Low Voltage Systems on Conversions and Recreational VehiclesNFPA 70 National Electrical Code, 2008 Edition ABYC Recommended Practice E-11 and

25、A31 A-31 Battery Chargers and Inverters; E-11 AC this may cause problems related to battery heating or interference with A/V equipment it can also be more sensitive to input wiring inductance. An MS inverter can decouple the output from the input and may control the battery ripple. It is also common

26、ly assumed that SS inverters must be more efficient than MS inverters but this statement can not be made as a general claim and the specifications of competing units must be compared.4.9.4 Communications Interfaces, Canbus Interface, RS 485 Interface, LIN, etc. (Optional) Many of the newer systems h

27、ave the ability to communicate via a communications prototcol like SAE J1939 or RS232. This allows the system designer to integrate this device into the trucks onboard systems for configuration and diagnostics. 4.10 Inverter/Charger Combination Units Inverter/charger combination units are bidirectio

28、nal systems which convert DC to AC when connected to a battery and convert AC to DC (to recharge the batteries) when connected to shore power. The device can only operate in one direction, charging or inverting, not both simultaneously. SAE INTERNATIONAL J2697 FEB2017 8 OF 155. INSTALLATION 5.1 Loca

29、tion and Mounting 5.1.1 In-cab (Type 1) In cab mounting is when the inverter is installed in the sleeper cab or storage compartment. Typically the DC power is routed through the cab floor. Care must be taken to ensure the entry point of the wiring has a grommet to minimize water intrusion and wire c

30、hafing. 5.1.2 External Mounted Products (Type 2) External cab mounting is when the inverter is installed external to the sleeper cab. A typical installation may be the frame rail below the cab. Typically the AC wiring is routed through the cab floor. Care must be taken to ensure the entry point of t

31、he wiring has a grommet to minimize water intrusion and wire chafing.5.2 Audible Noise Typically, the specification for audible noise is 60 dB from 6 ft away. Measure the audible noise using SAE J184 procedures when the inverter is producing the maximum noise level (e.g., when fans are running). 5.3

32、 Wiring 5.3.1 AC Wiring Wire selection, routing and installation shall follow SAE J2698, Primary Single Phase Nominal 120 VAC Wiring Distribution Assembly Design. 5.3.2 GFCI/AFCI Compatibility Where GFCI and/or AFCI protection is required for inverter output circuits the designer must be aware that

33、some GFCI and AFCI devices may not function correctly with some inverters particularly those inverters with an MSW output waveform. The designer must ensure that the selected GFCI or AFCI device models are compatible with the selected inverter model by either testing the selected devices on the sele

34、cted inverter according to the appropriate UL standards (UL 458 for GFCI and UL 1699 for AFCI). This tested need not be done if the inverter manufacturer has performed the test and can provide the information. 5.3.3 DC Wiring Care must be taken to ensure that the DC wiring system has an ampacity rat

35、ing appropriate for the installation, particularly with respect to steady-state and surge current demanded by the inverter and the voltage drop between the battery and the inverter. If the voltage drop becomes excessive the inverter will not operate correctly. The inverter may also be rated to suppl

36、y power in excess of its steady-state rating for up to 30 min or more. The recommended design sequence follows: Select over current protection device so as not to open on the anticipated surge demand of the inverter. The inverter manufacturer will need to provide a surge current vs. time curve to ai

37、d in this process. Select a wire type based on SAE J1128, SAE J1127, or SAE J2549. Select a wire size based on SAE J1128 and based on the rating selected for the over current protection device. SAE INTERNATIONAL J2697 FEB2017 9 OF 15 Check voltage drop from battery to inverter and verify that it is

38、acceptable for the intended application. The inverter should be wired electrically close to the battery to limit voltage drop. The inverter should have a direct connection to the battery negative terminal; not through the chassis. 6. ELECTRICAL PERFORMANCE 6.1 AC Output 6.1.1 Waveform Sine wave, 5%

39、THD MSW, 40% THD 6.1.2 Voltage 120 VAC (10%) 6.1.3 AC Current Rating The AC current rating of some inverter or inverter/charger is determined by the output power and transfer current of the shore power. When installing an inverter or inverter/charger it is imperative that the steady state and surge

40、currents is known so AC wiring is sized appropriately for ampacity and thermal rating. 6.1.4 Frequency 60 Hz (5%) 6.1.5 Isolation The isolation requirements should follow the requirements outlined in UL 458, Section 39. 6.2 DC Input 6.2.1 DC Input Voltage 12 V nominal, 9 V to 16 V range, as specifie

41、d by SAE J1455, Section 4.11. 6.2.2 DC Input Current The DC input current is determined by the output power of the inverter or inverter charger. When installing the device one shall verify the steady state and surge current the device uses to ensure the DC wire is sized correctly for ampacity and th

42、ermal rating. The surge and steady-state current demand will dictate the rating of the over current protection device and the DC wire size must be coordinated with the circuit protection. Refer to the 2008 edition of the National Electrical Code for wire sizing based on ampacity required. The cable

43、should meet the requirements of SAE J1128, Low tension Primary Cable. The designer must verify that the installed vehicle alternator is of large enough capacity to operate the vehicles power demand (see SAE J1343) and fulfill the capacity of the inverter load. 6.2.3 Isolation Voltage to Chassis The

44、isolation requirements should follow the requirements outlined in UL 458, Section 39. SAE INTERNATIONAL J2697 FEB2017 10 OF 156.3 Inverter Charger AC Input 6.3.1 AC Input 120 VAC 10%, 60 Hz 5%. 6.4 Inverter Charger DC Output 6.4.1 DC Output Voltage The DC voltage is based on charging Algorithm (typi

45、cally between 12 V to 15 VDC). 6.4.2 DC Output Current The DC output current is dependent on the power rating of the charger and typically which stage of the charge algorithm the device is in (refer to Figure 1). 6.4.3 Algorithm The charger may use a single or multi stage charging algorithm as dicta

46、ted by how the charger is intended to be used. An example 3-stage charging algorithm is shown in Figure 1. VoltageCurrentFloat(BatterySupport)Absorption(ConstantVoltage)3-Stage Lead-Acid Charge AlgorithmBulk(ConstantCurrent)FIGURE 1 - THREE STAGE CHARGING PROFILE 6.4.4 Inverter/Shore Power Transfer

47、System This can be an external transfer switch meeting NEC/UL requirements or internal to the device. The transfer system must afford back feed protection, i.e., it must prevent the appearance of the inverter output voltage on the shore power line even in the case of a single fault (e.g., the transf

48、er relay becoming welded). 6.4.5 Neutral to Ground Bonding Based on requirements for commercial buildings and homes as specified in NEC, it is suggested that the trucks AC voltage system neutral must be locally bonded to ground when the inverter is running and must not be bonded locally to ground when the system is powered by shore power. There are many ways to perform the bonding based on installation. Figures 2 through 4 illustrate examples of bonding for different installations. Considerations for bondi