Image credit to Nigel from JNA Electrical who was there to rescue this customer and get them up to standard.
It’s come to our attention recently that at least one customer has found his EV charger isolated, locked out, and served with a defect notice after a visit from his local electricity network, Energex.
What was a cheap and cheeky installation of a 7kW-32 amp EV charger has turned into an expensive emergency exercise in getting proper approval and paying again to reconnect the hardware. This post explains why getting your EV charger installed by a local expert who understands the local rules and permissions required for full-powered home EV charging is important.
We Know Queensland Is Special
I’ve written before about Queensland’s EV connection rules. By mandating that your EV charger is connected to a controlled load instead of your solar, they can charge you coal-fired prices to charge your car, even when the sun is shining.
Thankfully, the most recent updates have included a flexible connection option, allowing QLD residents to finally connect a full-power EV charger to the same circuit as your solar. Banana benders went from laggard to leader in one leap.
Approving Connections Isn’t Hard
Your EV charger is likely the biggest load in your house, and in many jurisdictions, your local network needs to know about it. To get your EV charger connection approved, your electrician must log on to the local electricity network’s website and fill out a form. I’ve yet to see an EV charger knocked back unless it’s because of an ancient consumer main not fit for purpose.
Networks want to know what’s connected so they can plan upgrades. They also need to know because, as a society, we can’t afford to have everybody come home, plug their car in, heat the house and cook dinner at 6:00 PM.
It makes no sense to build a system just for that limited rush hour when a few smarts will better share the load more safely and for less money.
Unclench Your Fists
While some consumers are clutching their pearls and threatening to “go off grid” seeing network control as authoritarian overreach, they seem to forget that controlled loads have been network controlled since forever, and nobody complains because they’re cheap. (the rates and the customers)
Flexible charging and flexible exports key together perfectly, because your EV (or domestic battery) charging is a behind-the-meter load.
The Future Looks Flexible
At the bleeding edge, in South Australia, the local network, SAPN, requires approval for an EV charger connection and OCPP control of the wall charger.
This means when the grid is under some stress and we need to share our electricity (averaging the load out a bit more), the network can step in and turn your EV charger down.
It’s the other side of the coin to flexible exports, where solar generation driving energy into the grid is turned down when the weather is too sunny.
Don’t Imagine You’ll Get Away With It
With the rollout of smart electricity metering, retailers and DNSPs have more data than ever.
And that means networks can see what kind of loads you’re putting on the grid. I know firsthand that Solar Analytics software can correctly identify a heat pump hot water service from your metering data.
Your imagination need not be stretched to realise an EV charger will be easy to pick up, cross reference to your address and check for connection approval.
Don’t Cut Corners
For those with a genuinely tight arse, we’ve written before about charging an EV with a standard power point. Once people have some familiarity, they’ll work out a 20km commute doesn’t need 500km range, so topping up whenever you like without any network oversight will be fine. Just make sure the socket and plug you’re using is nice and clean.
Of course, a hard-wired charger with a proper plug on the wall will be more reliable and will save the day when you need a big charge in a hurry.
Thanks to Michael Shaughnessy & James Graham for pointing this out.
In Queensland, you could previously avoid the network rules by turning the speed down from 32 to 20amps ( 7.3 kW down to 4.6 kW). However the pedants have now clarified the rules to cite the nameplate rating for the equipment. Adjustable units pose too much of a risk, apparently.
However, installing a full-power 7kW charger requires proper permission and a 40 amp circuit.
Click here and we’ll hook you up with a pre-vetted EV Charger installer
We advise that 7kW EV chargers have at least a 40amp supply, but if the switchboard is crowded, the circuit should be uprated.
About Anthony Bennett
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I live in NSW, north of Newcastle and intend putting a Tesla 3 phase 14kW charger into my home in 2025.
I have already spoken to my electrician about it and he has made no mention at all of the need for him to notify Ausgrid of the connection.
Do you have a link outlining the requirements by state (I am sure I am not the only one interested) ?
Sounds like you are in the Ausgrid area – they require your sparky to apply to connect a new EV charger as described here:
https://www.ausgrid.com.au/Connections/EV-Charging
Hey Finn
What about using the Tesla UMC connected to a 32 amp socket with dynamic load control by charge HQ? It seems like a strange grey area?
Interesting. I charge my Tesla Model 3 at home (Ausgrid) using a dedicated 32amp single phase circuit to an industrial GPO (5 pin, 32 amp) and Tesla’s Universal Mobile Charge (UMC) cable with the required adapter tail.. This does not require any connection approval from Ausgrid, only an assessment (by an electrician) of the consumer mains capacity to supply the required power. This method is far less expensive than any EV charger and with a Tesla, just as effective. The Tesla can be programmed to charge as needed.
I understand Ausgrid’s need to manage network demand but the bureaucratic and expensive connection approval process does not appear justified when EV charger data is easily obtained from the smart meter (as you have noted).
Hi Douglas,
I haven’t raked though the Ausgrid service and connection rulebook but most DNSPs in Australia have a technical requirement that you notify them before switching any load above 20 amps. It probably stems form the days when houses only had a 32amp service.
If the assess the connection they might give you permission to switch your loads at will.
However for an EV charger they want to know what you have and when it’s being used. That’s why the Queerslanders want EV chargers on controlled load tariffs, so they have some control.
Hi Anthony, To clarify, I have a 3 phase, 100 amp per phase service to my house (why? an ancient, long story) with originally only 35 amps per phase maximum demand. An additional 32 amps is trivial BUT on a single phase, it badly unbalances the load and that is a concern for Ausgrid.
However, Ausgrid “sees” the load via the smart meter but they cannot directly control the EV load.
I do not mind external control of EV loads, but I want something in return e.g. more flexible tariffs. The existing EV plans being offered in Ausgrid’s distribution area all look good on first glance but some deeper analysis shows that only the retailer wins!
Hi Douglas,
It’s amusing that BYD only sell vehicles with a single phase 7kW onboard chargers. Even if you have 3ph they won’t use it.
You could colour me unsurprised if the retailers are making things opaque & difficult so nobody actually bothers changing their plan.
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A illegal set up switched off
I’m in an apartment block in Brisbane and I have a 32 amp wall outlet (industrial style, with isolator) in my apt car space. Could I run into problems with this, or does this only apply to level 2 designated wall chargers?
I’m currently waiting to hear back from the body corporate insurer regarding whether or not the insurance policy covers charging EVs in the garage. I just assumed the insurance would cover EV charging and some owners complained about me charging in the garage – no doubt fuelled on by the anti-EV misinformation campaign).
Your apartment building will have a three phase supply – the limit mentioned in this article applies to premises with a single phase supply
The electrician advised that the building only has single phase supply.
Using a fast charger in a small country town can double or triple the load of the whole town in the early hours of the morning. I wonder if this is why so many immediately “fault” and shut down when used between 5am and 6am.
..and what is the point of putting in a flywheel or a battery on larger installations if you cannot use them to charge vehicles. Especially if you are using vehicle capacity as contingency for the home?
Hi Anthony, and thanks for update…having also just read the other blog ” Should You Install An Industrial Socket For Home EV Charging?”
I agree this is not something to worry about. And Energex install their Network Device without charge if there is no other means to reduce the load.
Have been charging for 6 months with a multi amp capable portable charger [10A, 15A, 20A, 32A with 10A, 15A, 2x32A tails], single phase; I use the 10A tail and setting with a 15A extension lead to reduce voltage drop, into a 10A outlet via a 15A adapter that caravaners typically use.
This does give me the full 10A, 2400W at times unlike th4 granny charger that came with vehicle.
My plan was to have a 32A outlet installed and still might.
If I do, it is unlikely I would be wanting to take the full 7kw very often as I avoid paying a cent to charge unless desperate. My 13kw solar modules and 10kw inverter are pretty much at their sweet spot with the EVSE taking 2kw, as well as pool pump 1.8kw and background household load is about .5kw. With these on, my battery gets to 100% SoC by about 10am on a good day. Sometimes I even export from 7.30am for a couple of hours first if FiT is high enough and in anticipation of negative FiT later.
Amber is my retailer and can now only see myself wanting to crank up the ev charger when the FiT is negative and home battery full.
So, it seemed like a good idea to have 7kws at my disposal but in reality if I’m not driving long distances a few times a week it’s unlikely I’ll need it. A 10-15% top up at a DC charger when it’s needed in an emergency costs about $5 and I have never needed to.
I might instead just have an outdoor 15A outlet installed in the driveway, mainly just to get rid of the extension lead, but with the 40A cabling in case ever decide to upgrade to a bidirectional charger in future.
Anthony, is the breaker derating merely a matter of premature thermal tripping due to contributory heating, leading to inability to fully load both circuits, or is there no thermal tripping in ordinary breakers, resulting in risk of breaker failure and/or fire?
My 7.3 kW EV charger is on a 32A breaker sandwiched between a 50A feeding a sub-board, and a 32A from one of the four supply inverters. Thus heavy load will automatically bring heat from the other side as well.
It has since autumn functioned fine with 7.3 kW to the EV, 2.4 kW to the HWS on the left side, and perhaps half of that 10 kW supplied via the breaker on the other side.
I could haul the installer back, to provide a clear slot on one side, as there’s a spare slot at the end. Or the EV breaker could be moved to the end. But I have already had him rewire both AC and DC sides of the installation as the two battery inverters didn’t initially share load, due to unequal length DC wiring and daisy chained AC output wiring instead of separate feed to individual breakers.
It has been inspected & certified, so a second rewiring might be a hard sell. Mind you, 14 kW (thermal) of aircons start to go in tomorrow – that’s probably another 4 kW electrical if all on at full power, an unlikely scenario.
So I’m more than curious whether common domestic breakers are purely magnetic or have thermal trip as well.
Hi Erik, MCB’s have both thermal and mechanical trips mechanisms. The magnetic trip operates in the event of short circuit faults, sudden burst of very high current. The thermal trip operates during overload conditions when the current exceeds the breaker rating for a longer period of time, the trip time is a product of current value & time. The EV MCB being sandwiched between other MCB’s should have a negligible effect. In industrial installations multiple high current MCB’s installed in this way is the norm.
Hi Steve,
The switchboard manufacturers like Hager & Schneider are specifying EV charging circuits are rated for double the nominal load if they have a switchboard with no space inbetween the breakers. 32a isn’t enough for a 7kW charger in any case.
A bit of installer education might be needed then. My electrician installed the Victron EVSE on a 32A circuit in a packed switchboard. As the whole 2m x 2m assembly of inverters, MPPTs, and switchgear was factory assembled, then whacked up on the wall, I only had him rewire the stuff I spotted.
I have often seen 7.3 kW going into the EVSE – that’s essentially the full 32A. It’s not uncommon for 6 – 7.3 kW charging rate to last for 4 or 5 hours. The breaker hasn’t thermally popped yet.
And with two EVs here over Christmas, it can do 7 or 8 hours in a day. I’ll keep an eye on it.
Many thanks, Steve. I haven’t had a little domestic breaker apart to see how they fit it all into the tiny package. There’s a lot more room in a big black one.
Contemplating a second EVCE at some stage, I’ll make sure its breaker goes on the far end.
There are a few points here:
The reason people may be clenching their fists is because, A. the control is not yet required, won’t be out to about 2030, and B. the consumer doesn’t get to consent to being controlled, get forewarned or opt-out of the control by sending the network device back, a la the peak smart program.
They can’t install a 7kW EVSE, because the QECM now bases it on the nameplate rating, not whether it’s dialled down.
Note: The network device is provided ‘free of charge’ by the DNSP, ie. Everyone pays.
Adjustment made Michael, Thanks for the heads up.
When I looked up this original post on FB it seems it was actually a 3 phase connected Tesla charger that was locked out. And seemed to be compliant for Energex, as there are no restrictions under 40A for 3 phase connected EVSE. If anything it looks to have been installed on an MCB and not RCD protected, but this didn’t seem to be the reason it was defected! Quite possibly the person who locked it out was wrong/confused?
https://www.facebook.com/groups/teslaownersaustralia/permalink/867524365369640/?app=fbl
On EV chargers, I’ve seen two pieces of possibly contradictory advice on SQ that I wanted to check. One said don’t go propietary, you may be locking yourself into that particular EV maker’s hardware and struggle to charge other EV brands. The other said go propietary, because you’ll get better integration between your charger and home set-up.
Tesla a great example. Obviously if you have a Powerwall as well, there are some real potential advantages to going with a Tesla wall charger, integrated with your app to monitor and control everything. I did read the Tesla unit was getting OCPP functionality, is that getting any closer? That might at least give it more flexibility as a wall unit?
the ‘don’t go propietary, you may be locking yourself into that particular EV maker’s hardware and struggle to charge other EV brands’ advice is out of date now. I haven’t heard of charging issues across car brands/charger brands for many years.
Five years ago, there were a few issues (for example Zappis had a problem with Minis for a while) but it all seems sorted now.
Brilliant, thanks Finn. Do you have any knowledge of how OCPP functionality is coming along for the Tesla wall charger? I’ve seen it mentioned as coming. And also Ampol is really pushing its charger at the moment, but I can never seem to find any technical details for it, has anybody seen those? They’ve cut their price in half.
The round Ampol smart chargers advertised look like rebadged EVOS ones
https://www.evos.com.au/
Definitely look similar.
When did electricity companies dictate to us what we can and can’t do
it’s utter madness
I have solar, the can go jump, I can’t feed anything due to their ineptitude
I’m sure they will upgrade the transformer soon so I can feed in 🤡
and they can take my 83 c a kw and graciously give me 0.02 cents per kw.
Even if they do upgrade the transformer I’m not feeding in, I do not support vampires.
Charging me per day for line rental.
I absolutely despise these people.
And the politicians shielding them.
Kristopher,
I’ve read that 10% of the world’s grid power goes into aircons. There’s no chance of aircon power consumption decreasing, given +2 degC global heating by 2040, and easily the calculated +3.1 degC before 2100. (Arctic methane emissions would seem to be just starting to tip now.) An inadequate grid will want to defend itself against that, and if throttling your aircon helps avoid blackout, then you’re roadkill on the road to progress, I figure.
Now, I’m off-grid, so my three aircons are safe, as well as emissions-free. My brother is still on-grid, but with 25 kWh of batteries, 19 kW of PV, and the system tested to keep on trucking with the main switch thrown, i.e. dropped off-grid. That lets him support the grid with feed-in as long as possible, then bail out if it goes black. (I’m not sure anyone has counted his aircons, fridges, and freezers … or wants to.)
Complaining is fun, especially if someone will listen, but taking action to mitigate a likely problem is a healthily masculine path to actual improvement – even if it takes more time and effort than is comfortable.
Just don’t over-invest if you’re close to sea level, or low lying in the Murray-Darling basin, I figure. The fact that millions ignore the warnings won’t make it hurt less when accumulating thermal momentum has us living in interesting times.
P.S. Have a look in the Jan 2025 issue of Renew magazine when it comes out. There’ll be a tale of energy self-reliance in it – four pages of “We can make it much better than it was.”
What is the source for the second excerpt quoted in this article (the one that starts “A circuit will be considered to be continually loaded….”)? That’s not from the QECM right?
Hi dB,
That’s an infographic from SAPNs planning for electrification & car charging.
They intend to put twice as much energy through the network and if we can learn how to share it won’t need much upgrading. (Average load on the infrastructure at the moment is only 40%)
Michelle from SAPN here.
The infographic dB is referring to seems to come from here: https://assets.sc.hager.com/uk/-/media/project/hagerdeep/united-kingdom/hager/b2b/support/sustainability/main-landing-page/ev-charging-bitesize-guide_2023.pdf
Indeed Anthony, efficient management of EV charging can result in increased network utilisation, reducing the need for extensive network upgrades. I think you are referring to the other graphic which outlines how EV chargers are “very significant loads,” which is from one of our presentations.
HI Anthony,
You probably should have still mentioned that having a EV charger that is solar production following is a great option for reducing impact on the grid, maximising zero emissions fuel and economic benefits for the EV car owner.
In addition to using electricity generated behind the meterSome of the time it should be able to mop up solar generation that would otherwise have been curtailed which has an effective cost to the. customer of zero.
My understanding is you can still have this while having OCPP compliance to be turned down by the network operator. We haven’t installed one like this but when it comes to it this is how we would be planning to have it configured.
Yes you make a good point Matthew,
If you have solar on the roof then there’s a sunk cost for the hardware. And if the yield can’t be exported to the grid because of a punitive export limit then harvesting that otherwise wasted potential really is free energy to charge your storage vessel, be it a home battery, hot water or EV.
We certainly need to make better use of the resource.
“At the bleeding edge, in South Australia, the local network, SAPN, requires approval for an EV charger connection and OCPP control of the wall charger.”
That is an odd statement?
SAPN should be using IEEE2030.5, Open ADR or IEC 61850 standards to manage charger operarions. OPPO would normally be the domain of the EV charging network operator.
IEEE 2030.5 (CSIP-AUS) is designed for such control and data collection jobs, including building a catalogue of device types BTM.
Source: AEMO latest on interoperability standards.
Hi John,
Interoperability is certainly something I’d like to see made law so we don’t end up with closed ecosystems & walled gardens for home energy management & customer energy resources.
There’s more detail here on SAPN requirements, including a link to SA Energy & Mining list of approved EVSE
https://www.solarquotes.com.au/blog/tesla-ev-charger-sa/
Jumping in here to clarify a few points. Michelle here from SA Power Networks;
The requirement for residential EV charging infrastructure in SA to be capable of demand management is a guideline from the South Australian Government’s Office of the Technical Regulator, not a SAPN network connection rule. OCPP functionality is just one of several methods an EV charger can be compliant with these guidelines. As Anthony rightly explains in the linked article, these guidelines focus on device functionality requirements and do not necessitate enrolment in any demand management programs. More info: energymining.sa.gov.au/evse-standards
SA Power Networks is currently exploring demand flexibility through our recently announced Energy Masters pilot, an ARENA and state-government funded program. This pilot will test site-level flexibility where the network is agnostic to the technology and comms protocols that manage devices (e.g. OCPP for EV chargers). The comms protocol that SAPN uses to communicate our network signals to the Home Energy Management System is CSIP-AUS (IEEE 2030.5). Interoperability for Home Energy Management is a key focus of the Energy Masters pilot: https://www.saenergymasters.com.au/
Our website also includes some information for EV owners, including a recommendation to consider smart charging in order to help customers save money, increase efficiency of charge times and maximise renewable energy: https://www.sapowernetworks.com.au/your-power/ev-charging-at-home/
We also share our approach to EVs, highlighting that smart charging programs should be a customer choice with associated reward: https://www.sapowernetworks.com.au/your-power/ev-charging-at-home/our-approach-to-south-australias-ev-transition/
Thanks Michelle,
Nothing like getting the information straight from the source.
Cheers
It is good to see IEEE2030.5 adoption spreading across various states, This standard is ‘modern’ in that it offers flexibility and inter-operability with cyber security, and it can be adapted to specific smart grid situations as they evolve. SAPN appears to be using a greater breadth of the standard’s functionality than VIC and QLD where the emphasis appears to be on operating backstop mechanisms.
Understanding the importance of more comprehensive and selectively shared data networking in smart grid management as offered by IEEE2030.5 is slowly spreading, The California experience is a role model.
In theory, IEEE2030.5 protocols could help manage a smart grid components from BTM devices right up to AEMO and everything in between.
Thanks John,
We’d appreciate any links you have to explain this for the punters
Note: This IEEE 2030.5 explainer is from an IT/Communications/Data securityElectronics type person who is knee deep in total residential electrification and complex systems architectures.
The IEEE 2030.5 standard is for data networking; not the electrical engineering 230v 50 Hz etc side of the coin that inverters physically interface to, as defined by the AS 4777.2 standard.
Why are such data networking standards needed?
Some benefits are:-
1) Supports inter-operability whereby products from different vendors can work together; analogous to various email platforms sending messages to one another and it all works! Eg VPP aggregator could support a much wider range of battery models if the associated hybrid inverters/controllers/gateways all talked the same language. Of course these devices must comply with AS 4777.n or they cannot connect to the grid. However, management of a smart high DER grid calls for much more than voltage and frequency signalling.
2) Handles high DER for smart grid management of both supply and demand components. Preferably on-line but is robust enough to set up offline (ie. data network offline default operating parameters as well)
3) Is scaleable to very large networks; grid sized capability.
4) Avoids ‘re-inventing the wheel’ which is very expensive when it comes to software development, updating, and adapting as the environment changes. An energy service provider can buy compliant packaged software to serve as a data network core. Eg. a DNSP could use the standard, with local extensions, to dynamically manage solar curtailment or set-up dynamic operating envelopes. The standard can support on-line registration of devices such as EV chargers and PV arrays so a DNSP may for the first time actually know what is out there behind the meter.
A VPP could orchestrate consumer battery behaviour using standard protocols… the list of possibilities is a long one.
5) POST SIZE LIMIT – more coming.
POST CONTINUED.
5) The standard handles ‘need-to-know’ data on network events at various levels. eg. an event at a DNSP level could be automatically communicated to AEMO to improve overall siuational awareness.
6) The standard offers a pathway to the future through functional extensions; Devices supporting this standard should be capable of updating themselves, just like smart phones or EVs, and adapting to the changing environment
7) Independent software certification and validation is available, as is training. No need to re-skill for such functions in-house.
8) The standard can help prevent proprietary ‘lock-in’ (vendor specific ecosystems) and subsequent customer price gouging.
9) Cyber security functions, roles and responsibilities are handled in a clearly defined manner.
10) This standard is designed to co-exist with other standards. It is inclusive rather than exclusive.
11) In the Australian context, the nation benefits from the extensive groundwork laid in California.
Some links for those who wish to look under the covers:-
SUNSPEC – “OPEN STANDARDS FOR THE
DISTRIBUTED ENERGY INDUSTRY”
This is where it all started and web site is comprehensive and technically mature.
https://sunspec.org/
…and the local adaptation; ANU involvement is noteworthy.
https://arena.gov.au/assets/2021/09/common-smart-inverter-profile-australia.pdf
…an example of a gateway data networking approach. Much of Australia’s installed base of inverter and other equipment simply does not have the computing and data communications grunt to handle an evolving high DER/CER smart grid.
A gateway device can help overcome this limitation. Cyber security also comes with its overheads. There is no free lunch here, but a well networked grid will be nearer to optimum (less overall cost) for all concerned.
https://www.combined.energy/csip-aus
That’s gold, thanks John.
Much appreciated.
I’ve got a compliant single-phase 32A EVSE in SEQ and I have to say the system works quite well. I typically only plug in when I get home with less than 30% SoC and typically only take it to 80% – so about 40kWh.
On charging nights I plug in when I get home at about 5:30pm safe in the knowledge that I won’t be adding to the evening peak demand. Some time later, well after the evening peak has died down (around 9pm from memory) Energex decide to start charging my car. I don’t much care when they turn it on, so long as it’s charged by morning. 40kWh at 7.5kW takes about 6 hours, so that’s never been a problem.
I think I’ll just stick to my ICE. So much simpler and cheaper in the long run.
Hi Mark,
Your ICE is actually incredibly complex, it’s just that the machinery is well hidden under the bonnet. The infrastructure to fuel it (drilling, refining, shipping half way around the world) is so ubiquitous we’ve come to see it as mundane, despite the billions of dollars we literally set on fire every year doing it.
I wrote a bit of an explainer here https://www.solarquotes.com.au/blog/electromobile-renewable-future/