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EV CHARGING EQUIPMENT

John Peckham
I am hearing from my network of contractors, that have actually read the new 722, that they have been asking charging equipment manufactures for documentary proof to comply with Note 5 of 722.411.4.


They are getting knocked back for asking or in one case a Declaration that says the particular device complies with BS 7671. I think that is wrong to declare that as BS 7671 is an installation safety standard and not a product standard. I believe that as a minimum the equipment must comply with the Low Voltage Directive and be CE marked. I also believe that manufacturers have to issue a Declaration of Conformity. 


BS 7671 722 has numerous references to the various standards required such as BS EN 61851 that the equipment must comply with. I am thinking it may be illegal to offer the sale of equipment that does not comply with the Low Voltage Directive and is not CE marked?


I am hoping the countries top man of equipment safety standards, Paul Skyrme , sees this post and will come on and give us his expert view?


Has any forum member asked for a Declaration of Conformity from EV charging equipment manufacturers and received one?
Parents
  • 0
    OK, but:


    1. The charging cable is Mode 2 not Mode 3 or 4. The two can't be 100 % compared. This is why the requirement for Type B (or Type A or F + RDC-DD) is where the vehicle connector is used, for tehthered cables or Mode 3 / 4 charging station. With Mode 3, there are additional options available for the pilot. Where you have Mode 2 cable, a Type A RCD is sufficient.


    2. When the vehicle is not connected, or if there is a problem in the monitoring circuitry on the vehicle, the source is 12 V. Therefore with a tethered cable on Mode 3 (or EVSE where the cable is left plugged in), we still have the situation that an N-E fault on the cable, which can happen at any time, provides 12 V DC. And the cable is connected at all times.




    I would recommend, if you want to look into this further, to have a look at BS EN 61851-1 (or IEC 61851-1). Quite a lot of areas' library subscriptions will permit you to have a look at the standard on line, although I'm sure the resourceful individual could perhaps find a way to access on the internet in any case.


    I've also seen a number of articles on web-sites about the vehicle charging interface, where the diagrams and info in BS EN 61851-1 (IEC 61851-1) are reproduced.
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  • 0
    OK, but:


    1. The charging cable is Mode 2 not Mode 3 or 4. The two can't be 100 % compared. This is why the requirement for Type B (or Type A or F + RDC-DD) is where the vehicle connector is used, for tehthered cables or Mode 3 / 4 charging station. With Mode 3, there are additional options available for the pilot. Where you have Mode 2 cable, a Type A RCD is sufficient.


    2. When the vehicle is not connected, or if there is a problem in the monitoring circuitry on the vehicle, the source is 12 V. Therefore with a tethered cable on Mode 3 (or EVSE where the cable is left plugged in), we still have the situation that an N-E fault on the cable, which can happen at any time, provides 12 V DC. And the cable is connected at all times.




    I would recommend, if you want to look into this further, to have a look at BS EN 61851-1 (or IEC 61851-1). Quite a lot of areas' library subscriptions will permit you to have a look at the standard on line, although I'm sure the resourceful individual could perhaps find a way to access on the internet in any case.


    I've also seen a number of articles on web-sites about the vehicle charging interface, where the diagrams and info in BS EN 61851-1 (IEC 61851-1) are reproduced.
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