As an expert in the charging pile industry, EVDANCE has rich experience in the development and manufacturing of intelligent EV charging solutions. This is where we turn our engineering insights into knowledge and share them with the global EV community.
Usage, energy and session reports for a networked dual-connector station live in the operator’s platform, fed by OCPP 1.6J. What each report shows and settles.
A ski day parks a car for hours — the right dwell for AC. What a dual-connector station does at a mountain resort, and what to confirm before winter.
A 22 kW DC charger converts power in the station, so cars charge at up to 22 kW regardless of their onboard AC charger — a top-up machine for stops of 30 minutes to two hours.
At equal 22 kW, DC charges most cars faster: AC is capped by the car’s onboard charger (often 7.4 or 11 kW), while DC bypasses it and delivers up to the full 22 kW.
At 22 kW DC, plan on about 20 kWh stored in the first hour and less after, as taper slows the session. The planning window is 20% to 80%, not empty to full.
A 22 kW DC unit draws in the same class as a 22 kW AC post, so a workplace can add fast top-ups for visitors and pool cars without a corridor charger’s grid upgrade.
Retail stops last 30–60 minutes. At 22 kW DC that window stores roughly 10–20 kWh before taper — the case for a compact DC charger in a retail car park.
Depot vans charge fine overnight on AC. The gap is the midday turnaround: one compact 22 kW DC lane stores about 20 kWh in an hour for the van that must go out again.
A compact DC charger draws its input in the 22 kW class: conversion happens inside the unit, and the supply work starts with a capacity check, not a new connection.
Base, cabling, commissioning: a compact DC install is three professional packages. The site owner’s job is the checks — and the file that proves delivery and connectivity.
