Design decision
For DC charging, delivered power is voltage × current. An illustrative 400 V vehicle drawing 200 A receives about 80 kW before cable losses, even at a charger advertised in a higher power class. The vehicle’s battery-management request, state of charge, temperature and the charger’s voltage-current envelope all affect a session. Compare a time-based charging curve across representative vehicles, rather than dividing battery capacity by nameplate power.
When this approach fits · Limits and alternatives
Shared outlets may divide a cabinet’s available power. Require a simultaneous-session test with different vehicle voltages and request the behavior when a module or backend connection fails. A CCS2 connector does not by itself prove vehicle interoperability, payment readiness, legal metering or backend compatibility. For low utilization and long stays, assess a smaller power class against connection cost before specifying a larger unit.
Procurement checks
- Verify CCS2 pinout and the real output voltage-current curve
- Require testing for power sharing and thermal derating
- Check metering, backend integration and conformity for the exact EU model
Evidence to request
Define the installation country, supply, arrival and departure times, energy per session and operating constraints. Ask for an electrical design, exact configuration, test evidence and acceptance plan. Include support responsibilities and data ownership in the written scope.