In these high voltage UPS installations in 99% of battery banks the wiring is all black. It is ALWAYS double insulated. Only the lug/terminal ends of the cables are identified with red or black heatshrink to show whether ground potential or HV battery potential is present at the connection point. All connecting harware (nuts, bolts and washers) is stainless steel without exception. While orange wiring/conduit looks good and is easy to see/identify, orange is the standard for identifying wiring underground or otherwise buried. I am not sure orange would be accepted for EV's as a standard because we would have conflicting industry electrical standards. More confusion in the electrical industry is the last thing that is needed.
Nothings says danger like Orange, Red, or Yellow, except maybe flashing orange, red, or yellow. I think Orange is a suitable colour. (Although Purple would be cool)
I see the EV situation as being different to the UPS situation, as the EV's are out on the road, and likely to be crashed into by a (insert bad driving stereotype). The UPS is sitting in a locked cabinet on a wall or inside a building, and the keys to that are locked in their own cabinet. And the guy with the keys to the cabinet with the keys likes paperwork.
Why the stainless steel?
Many quality EV LiFePO4 batteries (mine being only one example) cannot be split or broken down into 72 volt "sections" since the battery is available in a single, 96V, 108V 0r 144V battery block.
It would be a simple feature to add to split the pack in half/thirds. Or perhaps the smart batteries have equivalent / better safety features.
It is up to individual EV constructors to decide for themslves if they are willing to take the risk/consequences of undertaking any wiring which is designed at 120V and above as outlined in the definitions for voltage levels (and who is allowed to install this wiring)as outlined in the relevant Austraian Standards. Under the law at present all wiring for 120VDC and above must be carried out by the holder of a current electrical licence (or signed off by such an authoried person).
I see the AEVA's role as promoting EV adoption. Part of this is heading off EV fatalities. If the car is for road use, the safety of emergency personnel and other citizens is important, and if AEVA gets the regulations changed which forces vendors and DIYers to make a few changes, that's OK with me.
But getting the right balance between safety and practicality is important.
As with everthing while it is working there is no problem but lets just say for example that an EV was invoved in a car accident. Even if the EV was not ant fault and the ICE vechicle owner was definitely at fault, any insurance would be considered null and void and all liability would be on the EV owner if it went to court and the EV owner could not show the all wiring in his conversion was carried out by an authorised/licenced person.
It will take just one accident of such nature and the whole DIY EV industry will be shut down by government regulations while it is still in its infancy. I am sure none of us want this!!!
Valid point, any EV sparkies around?
It has been said above essentially that "it is my EV so I will do as I like". It is one thing to do your own 240V electrical wiring in your home (which technically is illegal). If someone gets a shock or a fire results it will be yourself/your family who will suffer the consequences and no one else. It is a whole different story on the road when you are interacting with the general public.
In some things you are required to show that you have an adequate level of safety, proficiency and competence (and you are then granted a licence to prove this). Electrical work is one such example and hence the need to hold an electrical licence.
It's your EV, but "The road is there to share". If you're building a farm vehicle or something to run about on your own land, fair enough, but on the road, play by the rules.
I am also a licenced pilot and I would love to be able to perform many aspects of servicing an aircraft myself such as simply changing spark plugs and the like. But I am not allowed because even though I am certain I could do this safely myself I am not a qualified aircraft maintenance engineer.
So what is different in EV's?
Well to start, when your propellor stops mid-air, you're in real trouble, and you'll probably do some damage to other people or property when gravity takes its natural course.
In a road vehicle, in a breakdown you roll to a stop. Brake systems are redundant since forever (footbrake + handbrake) triple redundant since the 70s (dual system footbrake + handbrake). Stuck throttle is counter-acted by ignition switch.
EV's need to meet or exceed the safety of their ICE counterparts.
It makes a lot of sense to me the earlier discussion above about emergency procedures and working in with them. Whilst we're the main people interacting with our EVs, in the case of an accident, there are lots of other people interacting with it.
I have heard when Holden brought out its electronic ignition (VK ~ 1985) that a few roadside servicemen (NRMA + the like) got seriously injured or killed by them. I don't know if they're true, but I certainly don't want those stories doing the rounds about EVs either.