Yeah the EVSE's GFCI is required to self-test, so that self test can trip an upstream GFCI. Which means every time you try to charge you get a nuisance trip.
If you must install a GFCI on your 14-50 because of your local AHJ, try to obtain a 30ma unit not a 6ma. Best thing to do is hardwire it so the upstream GFCI is not required. On Fri, Apr 12, 2024 at 10:35 AM Mark Hanson <markehans...@gmail.com> wrote: > Thanks Phil etc > Sometimes the code doesn’t explain why there’s certain rules that appear > arbitrary (like the 12” cord rule). The larger units are limited to 6’. > Presumably the GFCI trip current (inside a EVSE) is higher (not sure how > much) than the 6ma (if using a GFCI panel breaker). A large chassis like a > car and with an internal switching supply-charger has EMI X (line to line) > and Y caps (line to ground for common mode RF) that will most likely leak > close to 6ma. Luckily inspector 13 (here) hasn’t enforced the panel GFCI > breaker requirement (since 2020) on 14/50s used for EV charging. > Best regards Mark > Sent from my iPhone > > On Apr 12, 2024, at 12:46 PM, (-Phil-) <p...@ingineerix.com> wrote: > > > Yes, the 12" restriction is because all EVSEs are required to have > integral GFCI protection, but of course this will do no good for wiring > "before" the EVSE, so they mandate this cable is as short as possible. > EVSEs are used in mechanically hostile environments, so it's likely that a > certain percentage of EVSEs will get mechanical damage to the insulation on > their cords. If that cord was before the integral GFCI, there would be no > protection, in addition, the cable from the EVSE to the car is electrically > dead until the handshake from the car is completed, so the likelihood of > getting shocked or electrocuted is much lower. Not so with the cable from > the wall to the EVSE itself. > > On Fri, Apr 12, 2024 at 8:05 AM Tom Keenan via EV <ev@lists.evdl.org> > wrote: > >> NEC article 625.17 has a mention that the input cord length shall not >> exceed 12” if the personnel protection system (GFI?) is located in the EVSE >> enclosure. >> That appears to be an ‘out’ for needing a GFI breaker? Just speculation. >> Tom Keenan >> >> > On Apr 12, 2024, at 7:14 AM, Mark Hanson via EV <ev@lists.evdl.org> >> wrote: >> > >> > Hi folks >> > When reading the 2020 NEC for a master electrician exam, I noticed >> 210.8(B) says that 50A and below must now have a GFCI breaker at the panel >> that Tesla etc says will cause nuisance trips (see article). 625.54 in the >> EV section further states “All receptacles for EV charging shall have GFCI >> protection. The article states that hardwired EVSE gets around this >> requirement since the GFCI is contained but I don’t see that in the code >> book. Anyway I have not installed GFCI protection on EVSE circuits and >> don’t know of electricians here that have since it causes nuisance trips. >> The code looks like using a 60A breaker is a loophole to get around this >> requirement as the Tesla EVSE installation manual recommends (and the fact >> that Teslas can draw up to 48A instead if the typical 30A others use). >> > Say does anyone know why there’s a 12” cord limit on portable EVSE? >> That seems silly unless they’re afraid it might lay on the floor in a water >> puddle. >> > Best regards Mark >> > https://www.seahurst.com/nema-14-50/ >> > >> > Sent from my iPhone >> > _______________________________________________ >> > Address messages to ev@lists.evdl.org >> > No other addresses in TO and CC fields >> > HELP: http://www.evdl.org/help/ >> > >> >> _______________________________________________ >> Address messages to ev@lists.evdl.org >> No other addresses in TO and CC fields >> HELP: http://www.evdl.org/help/ >> >> -------------- next part -------------- An HTML attachment was scrubbed... URL: <http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20240412/de595de8/attachment.htm> _______________________________________________ Address messages to ev@lists.evdl.org No other addresses in TO and CC fields HELP: http://www.evdl.org/help/
