FAQs and Ticket
FAQs and Ticket
Yes, roaming enables barrier-free loading abroad. In the same way, drivers of an EV from abroad can also charge their vehicle at charging stations in Germany.
Here it is possible to use an external control unit, which replaces the Master Wallbox at the same time. Consisting of an LTE module and the SBC, this component is installed in a location with sufficient reception. With the aid of this component, load management can also be operated in the form of a master-slave system and up to 16 charging points (excluding slaves) can be integrated.
A basic distinction must be made between the employee and the visitor. By 2020, companies may give their employees the electricity used for charging. The electricity consumption for charging visitors EV´s must already be recorded and billed today. We therefore recommend that our customers purchase billable wallboxes, as it is expected that the electricity consumption for charging employees will also have to be recorded and billed from 2020.
When a charging process is completed at a charging station that is subject to a charge, no more electricity flows (0 kW). However, a parking fee will still be charged, as other electric vehicles will not be able to charge at this charging station.
According to VDE0100-722:2016, each connection point must be protected by its own residual current protective device of at least type A with a rated differential current no greater than 30 mA. Charging stations with sockets or vehicle couplings must also have protection against DC residual currents.
The size of the supply line depends on the maximum charging current of the charging station and the length of the supply line. The supply line must be designed by a qualified electrician.
In this case, another master-slave system must be set up. The possibility of cascading, i.e. a structure in which several master-slave systems function in parallel with each other, will be planned for in the near future.
In a master-slave configuration, several charging points are connected in series. One charging station acts as the master. The communication controller (Single Board Computer short SBC) for controlling all charging points is integrated in the master charging station. In addition, the connection to the backend runs via the master. Within the system, load management can be operated with a specified maximum current so that exceeding the maximum current is prevented. Optionally, the consumption of an entire building can be measured and the charging infrastructure adapted.
In the event of a power failure, the plug lock is released and the plug can be removed from the charging socket.
The vehicle must first be connected to the charging station. If the charging station is not set to free charging, you must authorize yourself with an RFID card or by app to start the charging process. Some backend providers also offer the possibility to authorize via SMS.
The range of an electric vehicle depends on the battery size of the vehicle. Today's models have a range of up to 600 kilometers. However, the manufacturer's specification is below the range in real operation. In the real application, the range is reduced due to different driving behavior, as well as the use of features such as air conditioning and heating.
Charging at a SCHUKO socket outlet is not recommended for two reasons: The charging process will take several hours due to the low output and the power transmitted during a charging process is very high in relation to other consumers in the house. A SCHUKO socket outlet is NOT designed for such a protracted permanent load! It leads to strong heat development and in extreme cases even to the melting of the SCHUKO socket outlet.
In most cases the charging cable is not part of the basic equipment. It is offered as an accessory.
According to the EU Parliament's draft law, type 2 has been the European standard for charging infrastructures since April 2014. However, there are adapter charging cables that can connect a charging station equipped with a type 2 socket to a vehicle equipped with type 1 plug.
The AC connectors have three different connector types.
Plug type 1 was developed in Japan for the vehicle side. It is designed for a single-phase charge with a maximum current of 32 A and a voltage of 250 V.
Plug type 2 was proposed in Germany for the vehicle and infrastructure side, which can charge single-phase (maximum 70 A) to three-phase (maximum 63 A) with a maximum voltage of 480 V. The connector type 2 is designed for a single-phase charge with a maximum current of 32 A and a maximum voltage of 250 V. The connector type 2 is designed for a single-phase charge with a maximum voltage of 480 V. This can be extended by a combo connector to charge up to 350 kW at a DC charging station.
Plug type 3 was developed in Italy and enables single to three-phase charging at a maximum current of 16 A or 63 A and a maximum voltage of 400 V. However, this variant has not been established and is hardly found anymore.
Type GB describes single-phase and three-phase charging in China. A special lever system ensures locking between the vehicle inlet and the vehicle charging plug.
Three connector types have also established themselves for DC charging plugs.
The Japanese standard CHAdeMO (20 kW - 400 kW) is mainly used in Japan, China and the USA along with the type GB/T 20234 which was developed in China but is not common in Europe. In addition, there is the CCS (Combined Charging System) plug, which is a combination of a type 2 plug and combo plug. This was declared a European standard by the EU in 2013.
Charging stations are divided into two different charging types: AC charging stations (alternating current) and DC charging stations (direct current). With AC charging stations, charging capacities between 3.7 and 44 kW are possible. The alternating current is converted into direct current inside the electric vehicle, by means of a rectifier, as the battery is charged with direct current. In the case of the DC charging stations, the current is already converted into direct current within the charging station. With this charging method, charging capacities of up to 350 kW are possible. For this reason, these charging stations are correspondingly more cost-intensive. DC charging stations are mainly used at motorway service stations, as a fast charging process is expected at these locations. In urban areas, the AC charging station has established itself as the standard.