Siemens Unveils All-New Wall-Mounted 24-KW Electric Car Charging Station That Can Run From Single-Phase Power

To date, most DC quick charging stations have been large, freestanding behemoths that require not only a fair bit of real estate for their installation but easy access to a three-phase industrial power supply. They’ve also come with a price tag that can be as much as the cars they’re meant to be charging.

But now German electronics giant Siemens is changing that with the unveiling of a brand-new wall-mounted DC quick charging station for electric cars that is not only smaller and easier to install but can even be powered from a suitably powerful single-phase supply.

This new DC charging station from Siemens is wall-mounted, and weighs less than your average adult.

This new DC charging station from Siemens is wall-mounted, and weighs less than your average adult.

The catch? Instead of being a 50 kilowatt CHAdeMO or CCS quick charging station, the new Siemens QC24S maxes out at a total of 24 kilowatts, meaning an empty to 80-percent full charge will take well under an hour, rather than the 30 minutes touted by most units in the wild today.

Why less than an hour despite having half the power? While most public charging stations today are rated at 50 kilowatts, most electric cars will taper off the power requested of a DC quick charger as their battery packs fill up. As the battery approaches 80 percent full, the charging speed slows down to less than 10 kilowatts.

Therefore, although a 50 kilowatt charging station will recharge a battery pack from empty to 20 percent full far more quickly than a 24 kilowatt charging station, the time difference between the two charging stations when the battery pack is 50 percent full or more is only a few minutes.

Due to be officially unveiled at the GreenFleet Scotland event later this week, the QC24S can be ordered with either a CHAdeMO charge connector or a CCS charging connector. While that might mean anyone ordering one will have to choose between one or the other standard (or perhaps order one of each), the new lightweight wall-mounted unit is great news for commercial operators looking to make the switch from gasoline to electric for their fleet.

Alongside the small wall-mounted footprint, the new charging station comes with optional cloud-based technology which should make it easier for large charging providers to keep track of a charging station’s current status and health remotely, and even offers a new loop-detector circuit that enables a charging station to know when someone is parked in the charging bay — even if it’s not being used.

CCS and CHAdeMO units can be specified: this unit is waiting for its cable to be fitted.

CCS and CHAdeMO units can be specified: this unit is waiting for its cable to be fitted.

But while its higher-tech features may excite some in the plug-in charging network world, we’re more interested in the technical characteristics of the units. Measuring just 1000 x 360 x 500 mm (39.4 x 14.2 x 19.7 inches) the 60 kilogram (132 pound) charging station can operate in either indoor or outdoor environments at a sound level barely louder than your average domestic refrigerator. And while Siemens hasn’t confirmed it will be selling the unit to domestic customers, it can be operated in Europe from a three-phase, 400-volt, 37-amp power supply or a 111-amp, 230-volt, single-phase power supply.

In the U.S. meanwhile, it can be operated on a three-phase, 208-volt, 71 amp power supply, or a 240-volt, 106-amp power supply, although we should note that the figures quoted here are based on the unit’s draft rather than final technical capabilities. While the figures above are for maximum 24-kilowatt output, it’s also possible to tweak the unit to output less power in cases where the full 25.5 kVA of required input power is not available.

Of course, this isn’t the first lower-powered quick charging station we’ve seen. Last July, BMW unveiled its own i-branded wall-mounted CCS quick charger, which also had a maximum power output of 24 kilowatts DC. Other companies too — like Japanese-firm Nichicon — offer their own low-powered DC quick charging solutions, although we’ve yet to see any in the wild.

BMWs s

BMW’s i-Wallbox DC quick charger has similar capabilities to the new Siemens unit.

What excites us most about this new unit from Siemens however, is the potential avenues that it opens up for future expansion of DC quick charging beyond the traditional locations of dealerships, big-box stores and rest stops. Although we’ve yet to confirm the price of these units, we’re hoping they come in somewhere between $5,000 and $10,000, making them far more affordable and cost-effective to install, dramatically reducing the break-even point for anyone offering free or ‘per-use’ electric car charging.

For those lucky enough to have the spare capacity at home and the spare cash to buy a unit, it could even open up the possibility of one-hour home charging when required, perfect for those who find themselves faced with an unexpected trip and a low battery pack.


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  • tech01xpert

    In the meantime, a 17-19 kW 80A Tesla High Power Wall Charger costs $750.nnnLet’s see Siemens introduce a 80A J1772 for $750. That’ll really be news and would be far more useful than an extremely expensive DC slow charger.

    • just someone old

      I wonder when TESLA will start to sell their chargers with a J1772 ConnectornWould be easy money for them!

      • jeffsongster

        They already bundle the adapter for J1772 and sell a CHAdeMO adapter for under $500.

        • D. Harrower

          The current adapters go from J1772 to the proprietary Tesla connector. I think they were wanting one that went the other way, so J1772-equipped cars can use the Tesla HPWC.

          • jeffsongster

            Even Tesla’s older models didn’t use the Supercharger network… like the 1.0 Roadster. 1.5 RAV4EV, SMART electric, and Mercedes Wagon, Roadster 2.0 upgraded as well as base 60kW versions of the Model S. nnnSeems like there are some tech reasons as to why you don’t want to supercharge unless you are using the correct Tesla battery with active cooling and such. The rate at which the battery can accept the charge and dissipate the heat side effect from it determines this from what I’ve gathered. Too fast or too much heat and you can wreck the batteries. Leave them charged at 100% in a hot environ and you can wreck them too. So… Tony Williams would be an excellent source of info on this as he is currently adapting Tesla’s battery in the RAV4EV to CHAdeMO charging. Seems that this approach for the other EVs might be a great idea. nAlmost 1000 CHAdeMOs are currently installed in the US at rates from 10kW (Nichicon and Siemens) to 50kW (Nissan, ABB, Efacec and others to 100kW models that KIA is supposed to be adding to their dealerships (haven’t seen one yet) that the Soul EV can take advantage of. nYou can also pin your hopes on Combo CSS J1772 DC mania and hope that enough dual headed fast chargers get installed in the next couple of years… but the best, simplest idea would be to abandon it before it is actually out there… and get behind the popular already used by at least 100k cars (Nissans, Mitsubishis, KIAs, BMWs in Japan, Toyotas in Japan and their 10 copies of the Mirai, worldwide. CHAdeMO. They work well… I use them often.

    • That’s a little disingenuous: not a single car on the market today can use that kind of power with J1772 except a Tesla Model S, and that’s already catered to. nnThe DC option not only makes it possible for cars with quick charge capability to charge more quickly where there isn’t the full-power or capability of a 50kW unit, but also makes it possible for everyone — regardless of their pocket — to charge a little more quickly.

      • tech01xpert

        Except that the price is likely to be high enough to make it an extremely expensive option. The 25 kW EVSE would be about 20% of the price of Nissan Leaf, not to mention the install costs.nnnAs the other automakers make 60+ kWh battery pack EVs, they naturally will have to have higher speeds of internal chargers in order to reasonably charge the car within 8 hours (overnight). That Audi R8 BEV, for example, with 92 kWh of battery pack must be sized to charge on L2 at a minimum of 40A in order to keep L2 charge times down to a mere 9 hours. Every BEV should be shipping with 40A chargers or better.nnnSeriously… slow 25 kW DC EVSE’s are an idiotic waste money.

        • Michael Thwaite

          I’m anticipating that onboard charging will go away altogether as DC becomes the cheap norm for at-home installation. I already carry a 1kW EVSE with me, better to swap that for a similarly sized in-line 1kW 120-240v charger than lug around a built in 6-18kW charger everywhere you go?

          • tech01xpert

            Nope. DC will not become the norm for at-home installation for potentially decades. Since pretty much around the world, AC is the deployed electricity infrastructure, your EV will have to have a built in charger that takes AC input. Otherwise, you couldn’t plug into mains without an EVSE pre-installed. So the issue isn’t that you won’t have an AC to DC charger on-board, it is how big of an AC to DC charger will you have on-board.nnnNow, if you install the AC to DC charger at your house, which is what a DC EVSE has inside, then you are buying two – one in your car, one in your garage. With all things being equal, a DC EVSE is going to be much more expensive than an AC EVSE. Since every EV you are likely to buy in the next 3 decades or so will have an on board AC to DC charger sized for at least reasonable overnight charging, you’re really just buying an extra AC to DC charger at a very high cost to put into your house.nnnNow, people have a hard enough time getting enough electrical power to outrun J1772 in the US or Mennekes Type 2 in Europe – and since your vehicles have to have an AC to DC charger anyways, it doesn’t make sense to buy the extra AC to DC charger for your garage.nnnIn a commercial setting that isn’t a dedicated fast charging spot, a BEV future will need lots of destination charging. A hotel, for instance. Again, the hotel has AC infrastructure. Look at the cost of a AC EVSE with 10 to 20 kW of power versus the absolute cheapest DC EVSE. The difference, installed, is usually about 1 : 10. You can install 10x the number of AC EVSE’s versus a single DC EVSE. Further, in a hotel, charging a 50-60 kWh BEV in 2 or 3 hours versus 6-8 hours isn’t a big deal… do you really want to get up at 2 am once the single DC plug is available to plug in, then get up at 4am to free up the plug? Of course not. For the same price, there can be 10x AC plugs that charge in 6-8 hours and you don’t get up in the middle of the night.nnnThe general solution for destination charging is many plugs at a reasonable charging rate at rock bottom prices. Not a medium slow rate with few plugs at the highest prices. DC slow charging is getting the fewest plugs at the highest price per kW and location. It’s a very short term crutch to stretch first generation product where it shouldn’t go, because of the wastage of money.nnnMultiply it out and you can see that DC slow EVSE’s are a complete waste of resources. They soak up money that could be spent on realistically usable destination charging. They divert resources towards 1st generation product (2010-2016 Nissan Leaf for instance) that won’t be with us for long. The 2017 or 2018 Nissan Leaf will likely have double the battery. Other manufacturers will have 50+, maybe even 90+ kWh Then the existing 25 kW and 50 kW EVSE’s will all look silly at best, humungous wastes of money at worst, setting back BEV adoption rates. Much like the widespread 16/20/24A J1772’s installed all over the wrong places at the cost of millions of public and private money in the U.S. EVSE’s should last a very long time and therefore targeting them towards current generation low end product is just wasting money.

          • Michael Thwaite

            Let’s watch…

          • TheFrequentPoster

            Excellent post! You really nailed it!

          • One Interesting idea for this box – similar to the Portable J1772 Units with a NEMA 14-50 Plug, would be if this one has a J1772 Receptacle – and you could plug it into any public Clipper Creek Charger from 40 – 60 – to 100 Amps service, and get the related DC output [7 kW – 10.5 kW – 17.6 kW] from the box for your CHAdeMO Equipped EV (Or your CCS EV – if it was that model variant) – and you would then have a portable DC Semi-Fast Charger, usable at many such locations!

            Even Better – it it had TWO such J1772 receptacles on it and could charge from two regular stations at up to 30 Amps usable (for an equivalent 60 Amps feed!), so you could have the flexibility to use from that, and on up to -TWO 60 Amp Clipper Creek / Sun Country Highway EVSE’s [or 1 x 100 Amp EVSE] for input!

      • Zero_X_Rider

        Public commercial charging stations are not cars. They have to be future proofed for more energy storage coming out in ALL vehicles. Gotta build the supply chain and train for service before you step on the manufacturing pedal for vehicles.

  • Surya

    Nice, but who the hell has a 111 amp single phase connection? I’m lucky to have a 40 amp one, allowing me to charge at 7kW.

    • TheFrequentPoster

      BINGO! I have a first-generation lithium-ion EV that charges at about 3 kWh (14 amps, 240v). This works for my purposes, but I can certainly understand why people want higher capacity. It would be great if my car could handle the new 6+ kWh chargers, but the on-board unit can’t.nnAnyway, the typical electric dryer circuit is 30 amps, which accommodates the 6+ kWh chargers without modifications to wiring or circuits. My Level 2 charger is rated at 20 amps, but draws (as I wrote above) 14 amps. It’s typical for a device to draw less than rated. I’m not an electrician, but my observation is that here’s pretty much always a cushion between rated and what something actually draws.nnThis thing would probably need at least four dryer circuits hooked together, or some other type of hookup that (because I’m not an electrician) I don’t specifically know about. One way or the other, though, I can definitely say the following: It would be hideously expensive, even apart from the device itself.nnWhere I live, you’d need loads of industrial-strength wiring, and a licensed electrician, and a city inspector. By the time you did all that, the cost would eat up any savings from using electricity rather than gasoline, and then some.

  • Doesn’t using these high power connections degrade the battery faster?

    • Zero_X_Rider

      Some studies have found the opposite of what you asked. Drive it like you stole it as battery maintenance? Count me in.

  • Michael Thwaite

    The bottom end of the price prediction is close to the top end of a regular AC unit back in the day.nnnWe have to be getting close to the point where it makes more sense to fit DC units in the garage and just carry a tiny 1kW emergency 120-240v unit in the car instead of lugging around a chunky 6kW-18kW unit everywhere you go.

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