40kW 60kW 80kW Wall-Mounted DC EV Charger Dual Gun Depot Charging Station

Product Overview: 40kW / 60kW / 80kW Wall-Mounted DC EV Charger with Dual Guns

What is this wall-mounted DC EV charger and which charging problems does it solve?

This unit is a wall-mounted DC EV charger built around a 40kW, 60kW and 80kW constant-power platform with two independently controlled output guns. Rather than occupying forecourt space, the cabinet bolts to an existing wall or column, which makes it the practical choice for multi-storey car parks, taxi ranks and depot yards where a floor pedestal would block traffic lanes, breach clearance rules or consume a billable parking bay.

Electrically the charger accepts a 380-415V three-phase supply and delivers 150-1000V DC at up to 200A per gun, so one cabinet serves both 400V and 800V battery architectures. Peak conversion efficiency reaches 95.5%, power factor stays above 0.99 and THDi is held under 5%. The enclosure is rated IP55 with IK10 impact resistance, communicates over OCPP 1.6J or OCPP 2.0.1, and supports optional MID Class B metering together with a Type A RCMU and 6mA DC residual-current detection.

Commercially the arithmetic is simple: two vehicles charge from one wall position, dynamic load balancing keeps the site inside its existing transformer rating, and standard OCPP integration prevents vendor lock-in when the network expands. That combination shortens payback on commercial and semi-public charging projects.

Product Overview and Strategic Positioning

Wall-mounted DC charging occupies a specific gap in the market. AC wallboxes are inexpensive but slow, adding hours to a working vehicle. Freestanding DC chargers are fast but demand a concrete plinth, a protective bollard and roughly a square metre of prime forecourt. The 40kW, 60kW and 80kW wall-mounted DC EV charger closes that gap by delivering genuine DC fast charging from a bracket, reclaiming the floor area a pedestal would consume. On a sixty-bay underground deck, that difference does not merely look neater; it decides how many charge points the site can lawfully install.

The platform is offered in three power classes from one mechanical envelope. The 40kW version suits destination charging, dealership delivery bays and overnight depot top-ups where a two-hour session is acceptable. The 60kW version handles mixed retail and workplace traffic. The 80kW version targets taxi ranks, light commercial fleets and roadside service areas where dwell time converts directly into revenue per bay. Cabinet dimensions, mounting points, cable routing and the user interface are shared across all three, so a site can specify 40kW today and step up to 80kW later without re-engineering the installation or retraining staff.

Two guns are standard rather than optional. Each is managed by its own contactor and metering channel, so the charger either feeds two vehicles simultaneously at split output or directs the full 80kW to a single vehicle that can absorb it. That dual-gun layout is what makes the unit economically sensible per square metre: one wall bracket, one AC feed, one network connection and one OCPP identity serve two parking positions. Connector options cover CCS2, GB/T or CCS1 outlets in any pairing, so the same product family addresses European, North American and Chinese fleets. Operators already running MIDA floor-standing hardware will recognise the control logic, because the wall version shares firmware, RFID whitelist handling and OCPP profiles with the larger dual-gun DC charging station range.

Technical Superiority and Topology Innovations

The conversion stage is modular rather than monolithic. Each 40kW charging module is an independent AC-DC unit with its own power-factor-correction front end, isolated DC output and CAN reporting. On the 80kW configuration two modules operate in parallel, so if one faults the charger derates gracefully instead of dropping offline, and a replacement module can be swapped in roughly fifteen minutes without dismantling the cabinet. That is a deliberate trade in favour of uptime, because a charger available 75% of every day will out-earn a marginally more efficient unit that spends a fortnight waiting for a service visit.

Power allocation runs through a dynamic distribution matrix rather than a fixed split. When two vehicles are connected and both request maximum current, the controller divides available output according to priority rules the operator defines in the back office: first-come-first-served, equal share, or time-weighted for high-turnover bays. As one vehicle tapers towards the end of its charge curve, the released capacity is reassigned to the second gun within about two seconds. A 60kW cabinet with a 40kW and a 20kW vehicle attached will therefore not sit at 30kW per side and waste the difference; it tracks each battery management request and pushes the full 60kW where it can be accepted.

Output voltage spans 150V to 1000V DC, which matters more than the headline kilowatt figure. Older 400V passenger cars draw full current only at the bottom of their pack voltage and taper early, while 800V platforms hold peak power across a much wider state of charge. A charger with a narrow voltage window will deliver rated power to one group and fall short on the other. The wide-range stage keeps the 40kW, 60kW and 80kW ratings honest across both vehicle generations, including light commercial vans, shuttle buses and depot trucks that frequently operate above 700V.

Design and Engineering Highlights

Compact Wall-Mounted Architecture and Driver Interface

The wall-mounted DC EV charger measures roughly 700 by 450 by 250 millimetres and weighs about 65 kilograms, a size two installers can position without lifting equipment. A 10-inch capacitive touchscreen carries the entire user journey: plug detection, connector selection, tariff display, charging progress, fault codes and receipt. Illuminated status bars on both flanks show gun state from twenty metres away, which reduces driver confusion in multi-bay garages. Cable management uses fixed side holsters rather than retractors, keeping the five-metre leads clear of the floor. An RFID reader and QR code handle fleet card and smartphone authentication, and every screen string is multilingual as standard.

Modular Power Stack and Thermal Management

Behind the front panel sit one or two independent 40kW modules, each a self-contained rectifier with its own power-factor-correction stage, isolation transformer and control interface. The layout favours serviceability: connectors face forward, modules slide on guides, and the high-voltage DC bus is segregated from the signal harness to reduce electrical noise. Two isolated air channels separate module cooling from the controller compartment, and a washable filter shields the heatsinks from dust and brake debris. Temperature-controlled fans modulate rather than cycling hard, cutting acoustic output in residential garages. Integrated DC fuses, surge protection and contactor monitoring complete the internal protection chain.

OCPP Networking, Metering and Cloud Operations

Optional MID Class B metering produces billing-grade energy data for public tariffs, while standard metering suits internal cost allocation. Operators can push firmware updates, RFID whitelists, tariff tables and load-balancing profiles remotely, and pull session logs, error histories and power curves. Local offline authorisation keeps known fleet cards working during a network outage, so a dropped SIM card does not strand drivers overnight. The controller also exposes a local service interface for commissioning and diagnostics, which matters in basements where cellular coverage is unreliable. Metering accuracy is verified per unit against a reference meter before shipment, and every session carries a timestamp and stop reason.

Weatherproof Enclosure and Multi-Layer Electrical Safety

The steel enclosure is finished with an anti-corrosion coating and sealed to IP55, with IK10 impact resistance protecting the screen and shell from accidental knocks. Eight protection layers run continuously: overvoltage, undervoltage, overload, short circuit, earth leakage, over-temperature, surge and insulation monitoring. A Type A RCMU with six milliamp DC detection guards against the residual currents a vehicle battery can introduce, and surge arrestors rated for the local grid absorb lightning-induced transients. Insulation monitoring isolates a faulted session before any hazard reaches the user, and the emergency stop cuts the DC contactors instantly while logging the event for the operator.

Comprehensive Technical Specifications

The table below lists the factory configuration for the 40kW, 60kW and 80kW variants. Ratings are stated for a 380-415V three-phase supply, 25 degrees Celsius ambient and a battery voltage above 500V DC. Where a figure varies by connector standard or regional certification the notes explain the difference, and custom configurations for OEM projects are quoted on request.

Three entries deserve emphasis. Maximum output current is not fixed: it depends on pack voltage, so a vehicle sitting at 400V will not draw 200A from the 80kW cabinet even though the hardware permits it. The operating range of minus 30 to plus 55 degrees Celsius refers to ambient air around the cabinet, not to the battery, and derating begins earlier in unshaded direct sunlight. Standard warranty covers 24 months from delivery, with extended terms negotiated for fleet and OEM programmes.

Core Components and Reliability Engineering

Component selection drives the service history of any DC charger, so the bill of materials is deliberately conservative. Power modules come from established suppliers with field-proven rectifier topologies rather than first-generation designs. DC contactors are rated for the full breaking current of the cabinet, not merely the nominal continuous current, because a contactor that welds shut during a fault turns a repair into a safety incident. Charge controllers and RFID readers are shared across the MIDA range, so a technician who has serviced any wall-mounted DC fast charging station in the fleet can service them all.

Protection is layered rather than duplicated. The AC side carries a breaker, surge arrestor and phase monitoring. The DC side carries fuses, insulation monitoring and contactor weld detection. Between them the controller supervises temperatures at six points, comparing heatsink, module, cabinet, screen, cable and ambient readings against independent thresholds. If a sensor drifts out of range the controller flags it for maintenance rather than waiting for a shutdown, moving faults from reactive callouts to scheduled visits. Every session is logged with timestamps, energy delivered, peak current, stop reason and error codes, so technicians arrive with a history rather than a guess.

Mechanical reliability receives the same attention. The enclosure uses a powder-coated cold-rolled steel body with stainless fasteners, and the door gasket is a moulded profile rather than a glued strip, because glued gaskets are the most common source of water ingress after three or four years. Cable entries are glanded and strain-relieved. Firmware supports scheduled fleet-wide updates outside peak hours, rollback if a version misbehaves, and remote adjustment of load-balancing limits, and diagnostics are exposed through OCPP as well as the local service interface.

Application Scenarios and Fleet Deployment

Underground and multi-storey car parks are the strongest fit, because the wall-mounted format solves a physical constraint before it solves an electrical one. Installing a 60kW or 80kW unit on a column serves two bays without sacrificing a parking position, and the absence of a plinth means no core drilling, no drainage tray and no bollard to protect. For landlords converting part of a deck into charging bays, this reduces both capital cost and the objection from fire and access consultants.

Fleet depots benefit differently. Vans, taxis and light trucks return at predictable times and stay for hours, which is exactly the duty cycle a 40kW or 60kW unit handles best. Because each gun meters independently, a depot can attribute energy to the correct vehicle account automatically, and the RFID whitelist prevents unauthorised use outside working hours. Dynamic load balancing lets the depot add charge points without a transformer upgrade, smoothing demand so a 200A site supply can support several chargers that would otherwise trip the main breaker at shift change.

Destination charging is the third major use case. Hotels, restaurants, retail parks and dealerships want visible fast charging without a forecourt rebuild. A pair of wall-mounted cabinets on an external wall delivers four DC bays, enough to attract customers while keeping dwell times short enough that turnover stays healthy. Where a site already runs larger MIDA hardware, adding wall units extends coverage into tighter corners using the same DC EV charger range and the same back office.

Global Certifications, OEM/ODM Support and Warranty

The platform is built to IEC 61851-1 and IEC 61851-23 for conductive DC charging systems, uses IEC 62196 connector interfaces and complies with IEC 61851-21-2 electromagnetic requirements. CE and RoHS marking covers European deployment, and regional variants are available for North American and Chinese connector ecosystems. Test documentation, wiring diagrams and declarations of conformity ship with every order, shortening approval work for contractors submitting to grid operators and local authorities.

OEM and ODM programmes are a core part of the offer rather than an afterthought. Buyers can specify housing colour and finish, printed branding, splash-screen artwork, connector pairing, cable length, power class and firmware defaults. For larger projects, output power can be capped in software to match a site supply, and the OCPP identity can be pre-registered on the customer network before the units leave the factory. Because the 40kW, 60kW and 80kW models share a chassis and controller, a mixed fleet looks uniform on site and is supported by one spare-parts list, materially reducing the inventory a distributor must carry.

Frequently Asked Questions

Does a 40kW wall-mounted DC charger make sense when 60kW and 80kW units cost only slightly more?

For overnight depot charging and destination sites, yes. Vehicles that sit for two hours rarely accept the full output of a 80kW cabinet, so the extra peak power goes unused. A 40kW unit on a smaller breaker can also be added to a constrained supply without a service upgrade, which is often the deciding factor. Where dwell time is short and bay turnover matters, the 60kW or 80kW version earns its cost back faster.

Can the 60kW wall-mounted DC EV charger supply two vehicles at the same time?

It can, and that is the intended duty. Each gun has its own contactor and metering channel. With both vehicles connected the controller distributes output according to the priority mode configured in the back office, and it reallocates capacity as one vehicle tapers. If only one vehicle is connected, that vehicle receives the full 60kW available, subject to its own battery management limits.

What is the real charging speed of the 80kW unit on production vehicles?

Output current is the limiting factor at low pack voltage. On a 400V vehicle drawing close to 200A the charger delivers around 80kW and can add roughly 100 to 130 kilometres of range in thirty minutes for a typical 60kWh passenger car. On an 800V platform the cabinet holds nearer its rated power across a wider state of charge, so the practical result is better rather than worse. Cold batteries, a high state of charge and shared-gun operation all reduce the figure.

How does a DC-DC solar DC charging setup differ from this AC-input wall charger?

A DC-DC solar architecture feeds photovoltaic output directly into the charger, bypassing the AC conversion stage. That removes one conversion step, avoids double conversion losses and typically lifts usable solar yield by several percentage points, which matters on sites with limited array area. The wall-mounted AC-input charger described here connects to the grid and is the correct choice for parking structures and depots with an existing three-phase supply. Where a site has substantial on-site generation, MIDA supplies DC-coupled variants so solar energy reaches the vehicle battery with a single conversion. The two approaches are complementary: a depot might charge from the grid overnight and from solar during the afternoon peak.

Which OCPP version should be specified, and can it be changed later?

OCPP 1.6J remains the widest-supported profile across current charging management platforms and is the safe default for most commercial deployments. OCPP 2.0.1 suits new networks that need certificate-based security and richer device modelling. Firmware for both is installed on the charger and can be switched and updated remotely, so the decision is not permanently binding.

What maintenance does the unit require once installed?

Routine work is limited to replacing the air filter, inspecting cable and connector condition, and cleaning the touchscreen and status strips. The charger logs error codes and temperature history so technicians can plan interventions rather than react to failures. Power modules are hot-swappable, and because the 40kW, 60kW and 80kW models share components one spare module can service a mixed fleet.

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