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Details of BS7671:2018 Amendment 1 are here.

Alan Capon
Details of Amendment 1 of BS7671:2018 is available here: https://electrical.theiet.org/bs-7671/updates/


Regards,


Alan.
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    Alice Bridges:

    Hi Peter,


    I've sent you a separate message.


    Thanks


    Alice




     

    Hi Alice,


    I've received your message and tried to respond however my email failed to send twice.

    I'll try again tomorrow in a different browser.


    Thanks,


    Peter
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    Details of Amendment 1 of BS7671:2018 is available here: https://electrical.theiet.org/bs-7671/updates/




    Thanks Alan.


    I see my DPC comments were ignored then!


    Can anyone tell me what table A722 is for? (in the appendix, under the heading "Guidance on voltage monitoring device described in Regulation 722.411.4.1 (iii)")- given the requirement in the regulation itself is for 'within 5s' for any voltage over 70V and need not open in less than 4s? (I presume the latter bit is to reduce the chances of false tripping caused by ordinary L-PE or L-N faults elsewhere on the same LV system).


      - Andy.

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    a device which electrically disconnects the vehicle from the live conductors of the supply and from protective earth



    Is it just me that thinks they've overlooked the case of a Class I charge point?

       - Andy.
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    Simon Barker:

    For years, the chassis of every car has been connected to the battery negative.  Changing that would require a re-design of the whole car's wiring system, and probably a lot more copper as every electrical accessory would now need a negative wire.




    When cars had chassis, the earth was usually positive; but so long as the dynamo and starter motor were polarized correctly, it didn't really matter. It was the advent of radios which changed the situation.

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    Andy


    What is a Class 1 charge point?


    My vote is for the chargers, which are in the vehicles, to be Class 2 but I think that ship has already sailed?
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    What is a Class 1 charge point?



    EVSE that has exposed-conductive-parts - as I presume many of the "robust" (public area) ones are (unlike the plastic cased domestic types).


      -  Andy.
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    Yes the ones I have seen in public areas and company car parks have been metal cased pillar types. I think even the plastic ones could be considered as being Class 1 due to the presence of the earth terminal on the socket?
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    Indeed, we've fitted a couple of Tesla chargers and they're definitely NOT marked double insulated (class II) and due to the internal wiring I am fairly certain class II requirements aren't met (creepage distances etc to fixings)
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    Sorry - Class I/II distinction probably wasn't helpful. It's the existence of exposed-conductive-parts on the charge point/EVSE that I'm concerned with. What's the point of disconnecting the PME earth from the car if you're going to leave it connected to the metal cased charge point? Isn't the driver just as likely to touch the charge point as the car when plugging in/unplugging?


       - Andy.
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    I wonder how common loss of neutral is in U.K. systems. Thumping in compensatory electrodes ain’t going to do much to reduce risk of collision with underground cables, gas pipes and the like. The solution has got to be as close to simple plug and play as possible in order to facilitate safe roll out of the EV infrastructure.

    Accepting the TN-C-S risk requires a solution, an even bigger risk is likely to come from fire due to the higher amperage sustained loads, especially in dwellings where inspections may never be made.

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