Electrical Code Calculations Level 2

[Rojo Scherer]

WhoShould Enroll:

This course is specifically tailored for electrical apprentices who have successfully completed Levels 1, 2, and 3, and are actively working under a licensed electrician. It is ideal for those ready to deepen their understanding of advanced electrical code and prepare rigorously for the Journeyman Exam.

Certification:

Successfully completing Level 4 not only prepares you comprehensively for the Electrical Journeyman licensing exam but also equips you with the expertise to excel in the electrical field.

Join Us:

Take the final step in your training with our Level 4 course. Enroll today to ensure your mastery of the most complex aspects of electrical work and secure your future as a licensed Electrical Journeyman.

This curriculum is designed to provide training for persons interested in installing and maintaining electrical systems found in residential, commercial, and industrial facilities. The Electrical Systems Technology (EST) curriculum is separated into three categories: Solar, Design, and Manufacturing Automation Troubleshooting/Maintenance. The solar degree prepares graduates for a career in installation, electrical code (NEC), maintenance, and solar equipment design on a residential, commercial or larger industry level. The design degree prepares graduates for a career in installing, designing, estimating, or testing residential, commercial, and industrial fields. The electrical manufacturing maintenance degree prepares graduates for a career in industries that require machine electrical repair skills on industrial and manufacturing machinery.

Coursework, most of which is hands-on, includes AC/DC theory, basic wiring practices, programmable logic controllers, industrial motor controls, applications of the National Electric Code, and other subjects, as local needs require.

The program offers various certificates that focus on courses to specialize in solar, residential, industrial, and manufacturing maintenance. Students also may complete certificate programs in HVAC controls and HVAC facilities maintenance, which are integrated within the Air Conditioning, Heating, and Refrigeration program.

Many EV owners are able to meet their daily driving range requirements by charging overnight with Level 1 equipment, requiring no additional cost or installation, provided that a power outlet on a dedicated branch circuit is available near their parking location. Level 2 charging equipment can be installed for drivers with less regular schedules, longer commutes, or EVs with large batteries that require more than overnight (or the typical dwell time) to fully charge. State and utility incentives may be available to help offset the cost of charging equipment.

Most Level 2 products have standard safety features and status lights. More advanced, "smart" Level 2 products have features such as data collection, user interface systems, enhanced displays, charging timers, communications capabilities, and keypads. Purchasing safety-certified equipment is recommended, such as the products certified under the ENERGY STAR label, which are tested by a nationally recognized testing laboratory, along with having a certified electrical contractor.

Electricians can inform homeowners whether their home has adequate electrical capacity for vehicle charging. Some homes might have insufficient electric capacity for Level 2 equipment. However, a qualified electrician can add circuits to accommodate the capacity needed for Level 2 charging.

EV charging infrastructure is considered a continuous load by the National Electrical Code (NEC). Your electrical contractor should understand and use the appropriate NEC for a safe and code-compliant installation. NEC Article 625 contains most of the information applicable to charging equipment. If possible, consult vehicle manufacturer guidance for information about the required charging equipment and learn the specifications before purchasing equipment or electrical services.

The fuel efficiency of an EV may be measured in kilowatt-hours (kWh) per 100 miles. To calculate the cost per mile of an EV, the cost of electricity (in dollars per kWh) and the efficiency of the vehicle (how much electricity is used to travel 100 miles) must be known. If electricity costs 10.7 per kWh and the vehicle consumes 27 kWh to travel 100 miles, the cost per mile is about $0.03.

If electricity costs 10.7 per kilowatt-hour, charging an EV with a 200-mile range (assuming a fully depleted 54 kWh battery) will cost about $6 to reach a full charge. To compare the fueling costs of individual models of conventional and electric vehicles, see the Vehicle Cost Calculator.

For EV charging, the stability and planning benefits of household electricity rates offer an attractive alternative compared to traditional types of transportation. Learn more from the report: Comparing Energy Costs per Mile for Electric and Gasoline-Fueled Vehicles.

Electrical engineers designing EV supply equipment (EVSE) and systems to incorporate and support EV charging must be aware of the basics of charging as well as how the customer plans to use the charging stations. From this, the electrical engineer must be well versed in not only the EV charging hardware (Level 1 and Level 2 AC chargers, DC fast chargers), but also in the software platforms (charger network operators) that provide the functionality customers seek.

Answer: The correct assumption is 3 miles per kWh. For instance, a highly efficient EV like the Tesla Model 3 RWD, according to Environmental Protection Agency, has an efficiency of 25 kWh per 100 miles, translating to 4 miles per kWh.

Answer: Based on our assessment of the 2023 NEC article 750, we believe our Cloud Network Manager (CNM) is compliant. However, local Authorities Having Jurisdiction (AHJs) might interpret this differently, and the code is evolving. Consult your local AHJ before specifying a cloud-based EMS for this purpose.

Answer: Communication design is crucial. Even with cellular connectivity, consider signal strength at the site. For reliable connections, Ethernet or Wi-Fi to an access point may be preferable.

Answer: Many regions have adjusted their regulations to allow for monetizing charging sessions using $ per kWh. However, in those regions where this is not allowed, monetization can typically be achieved by using a time-based policy ($ per minute) or flat fee. But in all cases, you will need to verify with your local utility commission.

Answer: Most plug-in vehicles for North America support J1772 and CCS. The Nissan Leaf supports J1772 and CHAdeMO. Tesla uses their NACS, but they do offer adapters to allow their EVs to use J1772 and CCS. I have a condo association looking to install Level 2 charging capabilities to 35 parking spaces in a parking garage.

Multiple charging stations can have their power limited in accordance with 2023 NEC article 625.42 (A) using an Energy Management System in accordance with 750.30. NOTE that the EV charging stations also need to support load management in the hardware.

Answer: Plug types for EVs are evolving. There are currently 4 options in North America: J1772, CCS1, CHAdeMO and NACS (Tesla). With the recent announcement of Ford and General Motors Corp. transitioning to NACS, the next few years will be interesting to observe if NACS becomes the prevailing standard over J1772 and CCS1.

Answer: The short answer is yes, but as this market continues to advance, there will be some growing pains. As of this answer, the charging stations are designed to support J1772 (L1 & L2) and CCS1 & CHAdeMO (DC fast charging). However, Tesla recently opened and released their connector as the NACS. And most recently, both Ford and General Motors Corp. have announced they will transition to NACS.

Answer: Solar charging stations generally rely on some sort of grid connection because they simply cannot generate enough power in a timely fashion to charge more than 1 EV, so while there are solar EV charging stations, they are not really practical in the absence of a grid connection and/or adjacent battery energy storage capabilities.

The charge station management software serves several key functions, including managing access to charge stations, establishing pricing and processing transactions for station use, remote monitoring and reporting on station status and usage and load management. Not every customer needs all of these features and functionality so you should definitely ask your customer what they are trying to do with EV charge stations so that you can sell them on the features that matter to their application.

Answer: Solar charging stations generally rely on some sort of grid connection because they simply cannot generate enough power in a timely fashion to charge more than 1 EV, so while there are solar EV charging stations, they are not practical in the absence of a grid connection and/or adjacent battery energy storage capabilities.

Answer: Technically, level 3 was originally intended to be 3-phase AC charging, but it is commonly used to describe DC fast charging. So, if you see level 3 charging referenced, they are most likely referring to DC fast charging.

Answer: Tesla offers adapters for their EVs to use J1772 and CCS. As of this answer, there are not adapters for using J1772 or CCS with NACS. So currently, non-Teslas cannot use NACS, although the recent announcements from Ford and General Motors Corp. indicate that adapters are forthcoming for current plug-in EVs from those manufacturers.

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