IF that bit of the CPC went high impedance, and a person got connected in its place, would i hurt ? I.e does the standard limit the open circuit voltage or short circuit current that may flow. ?

But surely those are between PE and PC between the vehicle and the EVSE only ... not back through the supply PE unless there's an N-PE fault?

or, as you yourself have pointed out to me in another post about TT that seems to be very hard to find on the forum at the moment,  a connection between the body of the car and any sort of earth that is in addition to the ones you expect.

Now I can easily visualize such a contact as being with an adjacent car, or a metal guard rail, shopping trolley etc. For now, electric cars are expensive and rare and probably in the hands of folk who park carefully and  keep them lovingly shiny and the paint job intact. Bur, eventually electric vehicles will drift down to the rest of us, including those who on a bad day  occasionally park badly and or leave trailers and so on attached to the car once parked.

Mike

So surly the EV industry will need to adapt to these safety concerns? 

The manufacturers work to harmonized European vehicle standards.  Weird quirks of BS7671 aren't really a consideration.

Thanks to all for your contributions.

Seems I was right to be confused.  I'm particularly surprised that 5mA is considered acceptable from the EV itself but the PE connection is monitored so the EVSE will disconnect in the event of a broken PE. 

The EVSE signalling is not so much of a concern (barring significant faults) as the CP signal is 12v and a maximum of 9mA at 1kHz, or 12mA DC into a short circuit,  The PP signal is 5v and a maximum of 15mA into a short circuit.  These currents are only in the PE connection between the EVSE and EV not in the supply CPC so they are never seen by the rest of the installation.

Many thanks.

Sailbadthesinner said:

These currents are only in the PE connection between the EVSE and EV not in the supply CPC so they are never seen by the rest of the installation.

Unless there's an N-PE fault between the EVSE and EV, in which case the current may be shared by the installation neutral through the point at which PE is split from N - i.e. in TN-C-S, the service head.

True, hence the 'barring significant faults'.  But as the open circuit voltages are so low these currents are not a safety concern unless they blind an RCD, then the RDCDD or Type B RCD should deal with that.

Thanks.