ABB Presents 24 kW DC Wallbox For CCS & CHAdeMO

OCT 18 2018 BY MARK KANE 25

DC charger on a wall?

ABB presents at the 2018 eMove360° in Munich, Germany (October 17 – 18) its latest charging product, the 24 kW DC wallbox.

It’s designed for single or double output (CCS Combo and CHAdeMO) and can handle up to 920 V battery packs. Despite the compact size that enables installation on the wall, the weight without cables is 70 kg.

ABB says that primary applications for such DC fast chargers are

  • Office, workplace
  • Hotel and hospitality
  • Parking structures
  • Dealerships
  • Urban fleets
  • Public or private campus
  • Sensitive grid applications
We are little skeptical about the 24 kW DC chargers, especially in Europe, where you can have 22 kW 3-phase AC station at a fraction of the cost, and there is a growing number of EVs that can handle 3-phase charging (all Teslas, Renault ZOE, smart with an option, and the new Audi e-tron, just to name a few).

ABB 24 kW DC wallbox

PDF: ABB 24 kW DC wallbox

Categories: Charging

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25 Comments on "ABB Presents 24 kW DC Wallbox For CCS & CHAdeMO"

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Could somehow this be more efficient than AC chargers for those who have solar panels? Solar panels produce DC right? So in theory we wouldn’t have to convert to AC, the DC from the panels could directly charge the cars, right?

Especially if you’re off grid.

In theory. But I’m quite certain that this thing is designed to only handle AC input. So the AC –> DC conversion takes place in the wallbox instead of the car. But the conversion takes place nonetheless.

The specifications say the input to this unit is AC (3Phase 40A). So no, that does not apply here. Solar would be converted from DC to AC and back to DC again.

Not necessarily… They still have “UL models” – their term for North American products – that run off of Single-Phase power. They also apparently also have a “Split-Phase” Model which, if they are using the term correctly, will run off of so-called ‘Single Phase’ (but really PolyPhase) 240V/416 supplies. The 200-250 volt model will apparently put out ‘almost 24 kw’ at the lower voltages when hooked up as L1 and N, since smoothing isn’t required when charging batteries.

That is why all electric cars charging at home in the States do exactly that.

Just re-read the specs… They are misusing the term ‘split phase’ – ABB engineers should know better as its an Irksome tendency of European engineers to call this stuff split-phase when it is nothing of the sort…. as there is nothing split phase about North American home power, and its not even 120 volts – the units per the spec on the UL models will not run on 380-416 supplies.

There is still a DC to DC converter (think of it as a current limiter perhaps) on the output to the car if you are charging directly from DC solar panels, but it might still improve efficiency a a bit. The solar panels still need to see a Maximum Power Point Tracker where they feed into the DC interface (think of that as variable impedance matching) so the whole system might really look like two DC to DC conversions in series, but perhaps it could be just one? I dunno. How much efficiency difference there is between a DC to DC converter and a DC to AC converter, that I could not quantify. And then again, if you are going to do other things with the solar (still have a grid-tie?) there may be other conversions in parallel for leftover power. But it might be worthwhile. But the biggest limitation to DC output directly from solar is that you might be limited to four or five hundred volts on a residential system without using a boost converter (buck converters can be cheaper). This is fine for most EVs, but some newer EVs do have higher voltages. I am skeptical that… Read more »

The limitations you mention is exactly why it is essentially never done – except for Showcase “Concept” homes. The rest of us use Grid-Connected Solar and accept the very slight amount of heat coming from our ‘Basement Contraption” Inverters.

Anyone who is worried about the extreme expense of having proprietary converters for a meager possibly 1% improvement in charging efficiency is not interested in doing things the lowest cost way. Its much easier, if you have a huge number of panels on your home, like 100 panels, to simply add 1 or 2 more panels to make up the efficiency difference – and much cheaper also. Don’t worry, the SUN won’t complain you’re using more of its heat.

This has the potential to increase the efficiency at variable charge rates. The AC chargers in the car tend to be rather bad. It also makes large AC chargers in cars obsolete. Why carry them around if you can have them stationary.

I rather not spend 5.000 dollars on a charger that should have been standard equipment in the car to begin with.

You will pay for it one way or another. If cars don’t need onboard chargers any longer, they will become 5000 cheaper and much lighter. A wall mounted charger can be much heavier than an onboard charger. So, you’ll likely get something cheaper and more reliable.

Since BEV’s have typically 6.6 kw chargers, and PHEV’s 3.3 kw, there is not $5000 around to be saved. The cars charge easily, economically, and reliably with the $150 EVSE’s available today, or with the ‘occasional use cords’ that come with the car.

Do you have evidence of poor efficiency in on-board chargers? It is usually the same electronics technology, just better vibration tolerance on-board. Integrated charging (where the motor drive electronics also handle charging from the grid) can be inefficient at very low power, but those are not widespread yet and there are ways to deal with the problem.

My Tesla Roadster did that – however any more modern Tesla or any other vehicle had separate charging facilities to avoid being sued by American Propulsion.

Contrary to the article stating skepticism for this product, to my knowledge there are few if any current EVs that support any where near 22 kW AC. Tesla used to but now doesn’t (18 kW max I believe). What this does is opens up 24kW charging for practically all EVs; regardless of the on board AC charger. The other positive here is that at 24kW the local infrastructure requirements would be low enough to not require expensive utility involvement and approval in many locations, unlike 50kW+.

I agree fully. The 22kw AC thing needs to die. I hate those Zoe that plugs to a 50kw DC fast charger and use the AC plug. Hate.

The Zoe charges at 43kW AC on those and will be gone in 20 minutes.

Also the AC plug on a triple charge doesn’t normally affect the power available from the DC end, does it?

Stupid argument. At all the fast chargers I know, the AC type 2 plug doesn’t affect the DC plugs. And why the Zoes should not have the right to charge? Just because the use 22kW instead of 50kW ?

> you can have 22 kW 3-phase AC station at a fraction of the cost

If you know what it’s going to cost, why didn’t you include this vital information in the piece..?

There are still many cars that don’t have decent on-board chargers, even brand new ones, e.g. Hyundai Kona. But that seems to be the only use-case for a box like this, since it will have to be supplied with as much power (even a little more) as it delivers… meaning you basically have to have 3-phase in the building anyway, or supply the box from multiple circuits in parallel (a la how Zero allows using up to 4 chargers simulatenously to charge their motorbikes, an incredibly clumsy solution if you ask me).

Wrong. To reiterate, the “UL Models” version of the text above will run on North American homes – mainly the larger homes. You guys always state that Europeans always have 3-phase everywhere, even though you don’t everywhere – especially in the U.K.

Finally! Having 15+ kW on-board chargers in every car doesn’t make a lot of sense. Much better to put them in the wallbox so that all brands and cars can charge at the 24 kW conveniently.

I’d like a 11 kW dual head (both CCS of course, being able to charge two cars at once) for home use. Make one for me for under €2k and you have a customer.

That’s very cool if the price is really 5000$ or below. Hopefully that will speed-up deployment of faster-charging places. the 20,000$+ of 50 kW charging stations (and more expensive 100A+ wiring) were hindering a lot of stop-charge-and-go deployments.

They could put these on power poles and streetlights in cities or it might open the door for rural small businesses to own a quick charger.

I am interested in knowing more on the UL models (North America). I am waiting for the arrival of the Kona electric 64 Kwh on which I have made a deposit. I am also intending to soon purchase a second one. But my concern also is the time it takes to recharge this SUV when one has to work on rotating timeshifts, or after a late outting. I also would like to be capable of a quick recharge in order togive transportation to an elderly or others in need of care; or re-topping to visitors and family members To do so I would like a wall charger that is capable of DCFC up to 20-24kw/h with a CCS1 connector or two, + a power management to monitor charging intervalls at specific times, + capable of auto-setting the maximum power for charging to not exceed 80% of main breaker (200A is commun in North Amercan homes) by reducing the DCFC output; + capable of offering simultaneous charging at lower rate with the second connector or consecutif charging as in: connector A first then the connector. This brings me to the type of wall box hookup needed for my home and most… Read more »