Philip McGaw in front of a Landrover Defender

Philip McGaw has over a decade of professional electronics experience. EMC experience on top of my experience with general electrical and electronics engineering, Including Power Electronics, both via formal education and personal projects, I believe the knowledge and skills built up during this time make me the perfect candidate for the role, One of my projects is to build an electric go-kart for my two children, this is being designed to be a frame welded from 20 mm square box and MDF sheet, the motors for it are recovered from “Hoverboards”, the control electronics will be bespoke with custom ESCs and BMS with the individual 21700 cells being built into packs.

Other personal projects I have worked on are a remote weather station powered by a small 3D-printed wind turbine and feeding the data back to myself via the LoRa over the ThingsNetwork.

Philip McGaw has held some DC Live working and Lid-off battery permits allowing him to write test plans, and work on EV and BEV electric vehicles and DC buses under a permit-to-work system. He can also make a vehicle safe for others to work on and sign off on work they have undertaken. Philip McGaw also has a working knowledge of BS 7671 and has undergone formal training to be certified for the 17th edition.

While working for CASS he tested a large variety of appliances that were to be attached to both domestic and industrial supplies, both 230 V and 415 V (wiring up and testing mains equipment with both inputs and outputs) as well as some sub-station and DNO equipment (circuit breakers and interrupters) with ratings well more than 400 A at 230 V (single-phase) or 11 kV AC (single-phase and three-phase).

I have an understanding of the EV charging system and have experience testing EVs with Level 2 and 3 chargers (normally via CCS type 2 connectors), I can interpret the command pilot signal to understand what the negotiated maximum current should be and can use this along with instrumentation to read the real-time status of the requested power level.

I have assembled and installed a small number of OpenEVSE for family and friends (final attachment to home distribution board undertaken by a Part P certified electrician).

A work-based solution I delivered was involved with the testing of Traction Inverters for EMC and functional testing, the motors they are designed to drive are 100 kW 400 V brushless motors, meaning at full load they can draw up to 400 A peak, this makes it hard to source the required power. The solution I implemented was to use two traction inverters and two traction motors and couple the motors mechanically together. One motor would be used as an electronic load, and the other would be running in regeneration mode, applying torque, and providing about 80% of the required electrical energy to the first, this meant that the current provided by the external PSUs could be vastly reduced.

I also implemented a standardisation on the Amphenol Industrial PL282 series of connectors for use in testing, this allows test setups to be quicker to set up and modify while ensuring safe isolation and containment for operators from HaV.

I have experience with solar PV from living on a narrowboat for seven years, my partner and I lived on a 57’ long Jonathan Wilson, and our electrical requirements were supplied by a bank of lead-acid batteries, at 12 V, with charging supplied via photovoltaics and an alternator on the propulsion diesel engine.

I am actively working towards professional registration through the IET, intending to become an incorporated engineer.

Philip McGaw’s Recent Posts

  • ISO 10605 ESD Annex F island
    When I was working for ARRIVAL, setting up the Automotive EMC lab there, I needed an ISO 10605 Annex F island as part of the ESD setup. This test setup is as far as I am aware unique to Automotive, and as such commercial EMC Technicians and Engineers are unlikely to have experienced this ESD setup. I will follow this article shortly with my ESD blog post, which will refer to it, and expand on the use of this peculiar arrangement. ISO 10605:2008, “Road Vehicle — Test methods for electrical disruptions from electrostatic discharge” and the Amendment from 2014 have… Read more: ISO 10605 ESD Annex F island
  • Indefinite extension to CE marking
    On the 1st of August 2023 UK Government announced an indefinite extension to CE marking, the UK Government has stated that it intends to continue recognition of the CE mark indefinitely for most goods being placed on the market in Great Britain; this is a statement which revokes the previous mandatory requirement for the UKCA mark to be placed on applicable goods after December 2024. Can the UKCA Mark Still be Used? The UKCA mark is still valid and can still be applied to products, this undefined extension has made its application an optional extra with no particular benefits. Compliance… Read more: Indefinite extension to CE marking
  • Proximity Pilot and Control Pilot overview
    The main communications between Level 1 and 2 EVSE (Modes 2 and 3 and sometimes 4) and Electric Vehicles is via the Proximity Pilot and Control Pilot lines on the connectors. Level 1 (Mode 2) is portable charging equipment like an “In Cable Control Box” (ICCB) (commonly referred to as a “Granny Charger” or “Granny Cable”) whereas Level 2 (Mode 3) is installed charging equipment. Proximity Pilot and Control Pilot signals are used to communicate between the EVSE and the EV / PHEV, these two low-voltage signals are referenced against the protective earth, on the left you can see our… Read more: Proximity Pilot and Control Pilot overview
  • EV Charging Cases and Modes
    This post is about the definitions in BS EN IEC 61851 Part 1 (2019) a standard called “Electric Vehicle Conductive Charging System, Part 1: General Requirements” These definitions are different to the terminology used normally when talking about charging speeds. I was reading through IEC 61851-1 to check something else out for an upcoming blog post when I was reminded that EV Charging Cases and EV Charging Modes mean something different in the standards. The Charging cases are defined in Part 1, specifically, they are listed in §3 Terms and Definitions. EV Charging Modes are defined in section 6. and… Read more: EV Charging Cases and Modes
  • Charging an EV
    Following my post about Different EV Connectors, it’s time to cover the process of charging an EV (Electric Vehicle) or PHEV (Plug-in Hybrid EV). Most people will want to charge their EV at home, with charging their EV at work, or when out and about being secondary to charging overnight at their house. There are three main “levels” of charging, Level 1, 2 and 3. As a general rule of thumb the higher the level, the more power is available to transfer, and the faster the charging. EV Charging Background The power stored in the Vehicle battery is DC (Direct… Read more: Charging an EV