Viktors Nikolajevs, UK Key Account Manager at CTEK, takes a closer look at the requirements for PEN protection in EV charging applications and dispels a few myths along the way.

As the number of electric vehicle charging points in the UK increases at pace to meet UK government Net Zero targets, so there is an increased safety risk from (thankfully rare) open Protective Earth and Neutral (PEN) faults.

Should a PEN fault occur, the entire steel body of the vehicle would become energised and when the user comes in contact with it, they will become the only path to Earth.

DNOs report approximately 400 faults per year with typically only 1% resulting in electric shocks. But as the numbers of EVs grow, their increased numbers of users are at risk of electric shock during such PEN faults.

When a PEN fault occurs, the user is still at risk of getting an electric shock, even if RCD protection is in place. RCDs will still see the imbalance between the Line and Neutral conductors and break as expected.

However, the PE conductor will be effectively live under fault conditions and not break without dedicated means of isolation.

The most effective prevention is detecting the fault when it occurs before the end-user comes in contact with an energised vehicle body.

Requirements for electrical installations 

BS 7671:2018+A2:2022+A3:2024 outlines a requirement for PEN fault protection devices when using PME earthing under clause 722.411.4.1 for chargepoints located outdoors or that might reasonably be expected to be used to charge a vehicle located outdoors. The protection device is supposed to disconnect all live and PE conductors should a fault occur. Alternatively, the clause also permits the use of earth electrodes.

However, there is no underpinning BS product standard for PEN protection devices and the clause states that such functionality could be included within the charging equipment.

This prompted some EV charging equipment manufacturers to develop a variety of built-in solutions, mostly based around detection of Phase to Neutral voltage ranges of 207 V to 253 V.

Requirements for EV charging equipment standards 

This approach contradicts the requirements of Section 8.4 of the product standard for all EV charging equipment, BS EN IEC 61851-1:2019 Electric vehicle conductive charging system – General. 

The section states that for Modes 3 and 4 permanently connected EV supply equipment, protective earthing conductors shall not be switched.

EV charging equipment with enabled built-in PEN protection (i.e. the ability to switch PE) do not currently meet the product standard. There is a pending UK-only deviation for this standard that would allow PE switching inside of the charging equipment if the following conditions are met:

• Only manual reset permitted. Automatic reconnection prohibited.
• Full BSI Kitemark certification via type testing required.
• Functional test button required.

Not meeting the product standard raises potential issues such as liability in case of injuries and property damage, site insurance policy validity, CE/UKCA marking and certification, and suitability for grants, such as OZEV, since all of these typically require confirmation of compliance with EN 61851-1.

Requirements for OPDD standards 

IET has recently published IET01:2024 Open combined protective and neutral (PEN) conductor detection devices (OPDDs), which acts as the product standard for devices with PEN protection functionality.

The standard describes the operational requirements and their corresponding product markings.

Importantly, it increases the operational voltage range to minimise the risks of nuisance tripping in the areas with higher nominal voltage, in some cases from 184V up to 262.2V, and in certain cases as far as 273V.

IET01 permits PEN protection to be built-in to the EV charging equipment but drives the point that it must comply with EN 61851-1. This is done in preparation for the deviation mentioned previously and it aligns with requirements such as manual reset only and functional test button requirements for built-in devices.

It is important to note, that the extended voltage ranges are likely not to apply to built-in protection devices as EN 61851 will most likely retain the ESQCR voltage references of 207V to 253V. Whilst IET01:2024 is not referenced in any other standards or regulations at the time of writing, some of the DNOs have added the compliance with IET01 into the application process.

Summary

At the time of writing, EV charging equipment with active built-in PEN protection (the ability to switch PE conductor internally) does not meet BS EN IEC 61851-1 requirements in relation to PE conductor integrity within the charging station, pending the deviation.

If such devices do not have built-in test buttons and allow for automatic resets, they are also non-compliant with IET01, meaning that some DNOs may reject installation applications.

For locations where PEN protection is required, ideally external OPDDs in line with IET01 should be used in combination with EV charging equipment that does not switch PE conductors internally. This will ensure current and future compliance of the EV charging equipment, protective devices and the installation overall.

Under Construction (Design and Management) Regulations 2015 (CDM), installers may also be held accountable for using non-compliant equipment, as they may be classed as the system designers.

It is the responsibility of system designers to verify the equipment compliance and, if the equipment is found not to be compliant (even if the manufacturer claimed otherwise), the system designers are still completely responsible for the installation design and equipment used.

With this in mind, it is always recommended to request the manufacturer’s supply certification from third-party independent bodies such as BSI, Intertek or equivalent.

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CTEK has welcomed the UK government’s decision to increase the value of EV chargepoint grants and extend several schemes aimed at supporting electric vehicle infrastructure.

The maximum grant available has increased from £350 to £500, with several schemes extended for a final year until 31 March 2027. The funding is available to support installations for flat owners and renters, residential landlords, households with off-street parking and employers providing workplace charging.

Viktors Nikolajevs, UK Key Account Manager at CTEK, said: “The increase in the maximum grant from £350 to £500 is a very welcome added incentive to flat owners and renters, residential landlords, households with off-street parking and employers with workplace parking.

“They all have until 31 March 2027 to apply for the increased amount. Although the maximum grant for state-funded education institutions is decreasing, there will still be up to £2,000 per socket available until the end of March next year.”

The government’s Office for Zero Emission Vehicles (OZEV) is also introducing a new application portal for grants covering flats, renters and residential properties, allowing customers to apply directly.

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Daniel Forsberg, Marketing Manager for EVSE at CTEK, addresses the need for smarter messaging to help boost smart EV charging.

According to a UK government commissioned study, what smart charging is and what it can do are still not widely understood. The report – Electric Vehicle smart charging: consumer research – recommends communicating how smart charging works and the benefits of individual lower electricity bills and the collective contribution to the nation’s grid management and greener energy.

A group effort 

The research behind the report, by the Energy Saving Trust, examined the current evidence base and interviewed 30 current and prospective EV drivers and fleet managers before six focus groups explored what the best messaging could be.

The Trust defines smart charging as charging EVs when electricity demand is lower or when there is more supply than demand. Smart charging can be achieved by pre-setting an EV to charge overnight, for instance, or with the time of charging controlled by an App or by ceding control to the energy provider.

The study found existing EV owners who charge at home had the best understanding of smart charging, with research suggesting 70-90% already smart charge – mostly by using cheaper overnight charging.

Smart charging was much less prevalent at the workplace, with just 12% of EV drivers who charge at work able to schedule their own charging.

Fleet managers were found to be struggling to see how smart charging might work and be beneficial for their organisations. They’re currently focussed on transitioning their fleets to electric and not on optimising how they’re charged.

When the researchers asked their subjects if they understood the various types of electricity tariffs offered by suppliers and how they might enable smart charging, there were mixed results.

• Time of use tariffs, sometimes known in the UK as ‘Economy 7’, had good awareness and understanding, including the benefits of cheaper charging.
• Dynamic tariffs, where the electricity price varies based on grid-wide supply and demand, didn’t have as high awareness.
• Type of use tariffs, with cheaper electricity for defined uses such as EV charging, were easily understood. That said, environmental benefits are less likely with these tariffs.

It’s encouraging that participants in the study were positive about smart charging and consider it worthwhile. They can grasp the benefits of paying less for charging whilst helping the nation towards its environmental goals by making the most of renewably sourced energy at times when supply is higher than demand.

When the researchers asked their focus groups to evaluate smart charging messaging, and each group sought to improve on what their peers had previously refined in earlier meetings, ‘how it works’ was found to be an essential starting point.

Clear communication 

Explaining different tariffs was found to help, whilst messages about cost savings were motivational. Communicating the savings from smart charging versus dumb was more effective than not, while combining cost saving and environmental benefits was a “win-win”.

The report concludes: ‘The main misconceptions around smart charging stemmed from lack of understanding of the principles and technology, leading participants to worry about the effort involved and the reliability of smart charging. As such, messages highlighting ease and convenience were well received.’

That is a challenge and an opportunity for all of us in the EV ecosystem, including smart-enabled chargepoint manufacturers such as CTEK, to communicate coherently, whenever we can, what smart charging is and its clear and achievable benefits.

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