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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?
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    Sparkingchip:

    Or you can spend a considerable amount of money on a top end EV charger that can possibly just be connected into a spare way in your existing consumer unit and charge the EV one hell of a lot faster.




    Oh dear! They don't seem to understand the difference between the capacity of the fuse holder and the rating of the fuse within it; and no mention of the earthing arrangement.

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    Does anyone have any technical documentation (from IEC or whatever) as to why EV charging points need DC sensitive RCDs? I have a large inverter MIG welder (450A, approx 15kVA max) which is basically a large switch mode PSU. It has all the modern bells and whistles like PF of 1 and obviously gives DC out, just like an electric vehicle. Does this mean that its socket (3ph 63A) needs a fancy RCD if I were to fit one? After some analysis I cannot see why any reasonable fault would give a DC leakage sufficient to prevent normal RCD operation, and therefore wonder if this EV requirement is even sensible, or thought up by someone with nothing better to do or perhaps a manufacturer wanting to increase sales revenue. It is often quoted that this is due to the fact that the mains comes to a rectifier first which could pass current in only one direction, but whether this prevents RCD operation is a moot point. It would also require multiple faults (earth fault and electronic fault which did not stop operation), which is pretty unlikely. Perhaps I need to do some more experiments with rectified leakages? Thoughts welcome....
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    Andy, I don`t think that gives you any surprise. You knew it already. Life has lots of instances like that
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    So the old adage, you get what you pay for, holds true.


    Spend £70 or less on a EV looky likey consisting of a labeled 13-amp single socket and a near useless RCBO in a plastic box and you will need to spend a couple of hundred quid on a consumer unit with a new consumer unit with a type B 30 mA  DP RCD in it on top of the other installation charges to top the EV battery up at a rate that allows around eight miles of driving for each hour charging, 


    Or you can spend a considerable amount of money on a top end EV charger that can possibly just be connected into a spare way in your existing consumer unit and charge the EV one hell of a lot faster. Though the possibility of the installation costing over £20K with a supply upgrade to three-phase.


    Installation of the dirt cheap "charger" could easily cost half as much again or more than the expensive charger.


    Andy Betteridge
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    b9ef437b6d31b6c24b810d2a30e5ad94-huge-20200401_204523.jpg

    So if seen installed as supplied we can start writing up the observations on an EICR.

    Referring to NAPIT Codebreakers throws up at least two C2 rated observations.



    From the data sheet:


    The Masterplug EVH132S1SP mode 2 charging unit is fitted with a type B RCBO for additional local protection.


    The Masterplug EVH132S1SP EV mode 2 charging unit can be classed as being EV Ready. The EV ready unit provides the homebuilder with a low cost, future proof solution that, as well as providing EV charging in Mode 2 format to satisfy planning, can also be used an outdoor IP66 rated domestic 13 Amp socket. This unit is ideal for the homebuilder.


    Andy Betteridge 


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    Sparkingchip:

    I have been searching the internet and have checked the manufacturers website  without finding the data sheet or installation instructions, which brings us right back around to the original post.


    Andy Betteridge.




    They are available from a number of suppliers selling that product, including this one: http://www.farnell.com/datasheets/2813749.pdf

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    Sparkingchip:

    BS7671:2018

    722.531.2.101

    37474e36abb381d9a18de830cc400f54-huge-e9c6b136-40b0-41b7-ba96-939959e60e06.jpg


    When does a general purpose 13-amp socket outlet become a charging point?


     Andy Betteridge 




    You weren’t on the ball, you should have pointed out that the reference to use is BS7671:2018:Amd 1 2020 available to view on the IET website.

  • 0
    Andy


    On a caravan site the sockets are probably going to be connected to a TT supply usually but may be TN-S so no worries about loss of PEN. 16A or 32A sockets but doubt full RCDs do not meet 722. So not suitable for vehicle charging.
  • 0

    John Peckham:

    When you plug an electric vehicle in!




     

    I was thinking at the very least, as soon as you install a socket labelled “Suitable for electric vehicle charging”.


    What about the pitch sockets on a caravan and camping site? Are all the sockets potentially a EV charging socket in such locations?


    Andy Betteridge
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    When you plug an electric vehicle in!

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