40kW 60kW Wall Mounted DC EV Charger Commercial Dual Gun 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?

The 40kW, 60kW and 80kW wall-mounted DC EV charger is a dual-gun DC fast charging unit that mounts directly to a wall or column instead of standing on a plinth. It is aimed at sites that need fast charging but cannot spare the ground area a pedestal requires.

Inside, one or two 40kW rectifier modules feed two independent output channels rated to 200A each across a 150-1000V DC window. The unit holds 95.5% peak efficiency, maintains power factor above 0.99 and limits THDi to 5%. Weather protection is IP55 with IK10 impact rating, and electrical safety covers Type 2 surge protection, Type A RCMU with 6mA DC detection, insulation monitoring and contactor weld detection. Communication uses OCPP 1.6J or 2.0.1 over Ethernet, 4G or Wi-Fi, with optional MID Class B energy metering for public tariffs.

Typical deployments include parking garages, fleet depots and retail car parks. Because both guns meter independently and the power split is software-defined, one installation can serve a fleet vehicle on account and a retail customer on a payment terminal at the same time, without additional hardware.

Product Overview and Strategic Positioning

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, CCS1, GB/T or NACS 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.

Sites that need DC charging usually fall into one of three situations. Either the ground is unavailable, as in basements, multi-storey decks and podium car parks; or the ground is available but too valuable to occupy, as at hotels, restaurants and retail frontage; or the ground is suitable but the electrical supply is tight, which is the case for most retrofits. The wall-mounted format answers the first two directly and the third through dynamic load balancing, which caps total site demand without reducing the number of charge points installed.

A further advantage appears at specification stage. Because the enclosure is compact and the mounting bracket is adjustable, the unit can be fitted to brickwork, precast concrete or a steel column, and the base plate can be levelled independently of the cabinet. That flexibility removes the civil works that normally inflate a DC charging budget, and it means a single crew can complete mechanical and electrical installation without coordinating a separate groundworks contractor.

For portfolio owners the shared firmware matters as much as the shared chassis. A network of mixed 40kW, 60kW and 80kW wall units reports through one OCPP endpoint, uses one spare-parts list and one service procedure. Distributors supporting several customer segments therefore carry less inventory, and field engineers need training on one platform rather than three.

Technical Superiority and Topology Innovations

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.

Thermal management is designed around the fact that a wall-mounted cabinet has no plinth duct and no chimney effect, so heat must be removed horizontally. Separate air paths serve the power modules and the sealed electronics compartment, and temperature-controlled fans remain idle below roughly 40 degrees Celsius internal. Dust, brake particulate and road salt pass through a replaceable filter rather than across the control board. Above 55 degrees ambient the controller applies controlled derating, and below minus 30 degrees an internal heater brings the screen and modules into operating range before accepting a session.

The controller architecture separates real-time charging control from the communication stack. Charge sequencing, contactor control, insulation monitoring and current regulation run on a dedicated real-time layer, while OCPP messaging, firmware management and data logging run on a separate processor. That separation means a stalled network request cannot interrupt a charging session, a common failure mode on simpler single-processor designs. Session data is buffered locally so a connectivity gap does not corrupt billing records.

Compatibility testing extends beyond the certificate. The firmware carries a vehicle compatibility list covering mainstream European, North American and Asian models, and the charge controller applies per-vehicle start-up profiles where a manufacturer requires a specific handshake sequence. Where an interoperability issue is identified in the field, the profile is updated remotely rather than through an on-site visit. For operators this converts a class of support tickets into a background firmware task.

Design and Engineering Highlights

Compact Wall-Mounted Architecture and Driver Interface

Installation was designed around real car parks rather than a laboratory bench. The cabinet hangs from an adjustable bracket that accommodates uneven brickwork, precast panels and steel columns, and it can be levelled before the charger is lifted into place. Cable entries accept top or bottom feed with glands and strain relief, so a driver pulling sharply on a lead cannot stress internal terminations. At roughly 65 kilograms the unit is a two-person lift with a simple wall jig, and commissioning follows a guided sequence that keeps electrical labour on site to a single visit. A weather hood is available for fully exposed walls.

Modular Power Stack and Thermal Management

The charging interface is where hardware and firmware meet. Each gun has an independent contactor, current sensor and metering channel, and the controller supervises every stage of the sequence: insulation check, cable detection, handshake, pre-charge, contactor close, current ramp and orderly shutdown. If any measurement falls outside its window the session stops and the reason is written to the log. Locking actuators hold the connector during a session so a lead cannot be pulled under load, and the controller refuses to release until the DC bus has discharged below the safety threshold. That sequence repeats identically on every session, and a normal start-up completes in under thirty seconds.

OCPP Networking, Metering and Cloud Operations

Dynamic load balancing is the feature operators value most after the first year. The charger reports site demand to the OCPP back office or reads a local energy meter, then trims output so the combined load stays under a configured ceiling. On a site with a 200A supply, that allows several chargers to coexist with building services instead of tripping the main breaker at shift change. Limits can be scheduled by time of day, so a depot charges at full rate overnight and throttles during peak tariff periods without manual intervention. Configurations are stored locally and survive a network outage intact.

Weatherproof Enclosure and Multi-Layer Electrical Safety

Safety is layered so that no single failure becomes an incident. The AC side carries a moulded-case breaker, surge arrestor and phase monitoring; the DC side carries fuses, insulation monitoring and contactor weld detection. Emergency stop is physically separate from the software chain and cuts the DC path directly, so site staff cannot weaken it. If a vehicle requests current beyond its safe envelope the controller limits rather than trusts it. Every protective action is timestamped and logged with the measured value that triggered it, giving the operator evidence for both warranty claims and safety reporting. Protective thresholds are configurable only through an authorised service login.

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

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.

Manufacturing quality is verified per unit rather than per batch. Every charger completes a functional test that includes an insulation resistance check, a full-power burn-in, a simulated vehicle handshake across the voltage range, contactor and emergency-stop validation, and a metering accuracy check against a reference meter. Test results are archived against the serial number, so if a field issue appears the factory can retrieve the exact conditions the unit passed. That traceability shortens warranty investigations considerably.

Spare-parts strategy follows the module design. Filters, fans, contactors, screens and power modules are field-replaceable items, and because the 40kW, 60kW and 80kW versions share a chassis the list is short. Distributors typically stock one module, one screen assembly, one filter kit and one contactor set per region, which is a small inventory for the coverage it provides. Consumables are priced to encourage preventive replacement rather than deferred maintenance.

Application Scenarios and Fleet Deployment

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.

Roadside and workplace sites use the 80kW variant where dwell time is measurable revenue. Two guns, a wide voltage range and 200A capability mean a modern long-range vehicle recovers a useful charge during a twenty-minute break, while older 400V cars still receive a full-power session. Operators planning hybrid sites often pair these cabinets with higher-power equipment, because the wall units can absorb demand when the main chargers are occupied.

Retrofit projects deserve special mention because they are where most units are actually installed. An existing building rarely has spare floor space, spare electrical capacity or a convenient route for a new concrete base. A wall-mounted charger needs one wall, one three-phase feed and one data connection, and it can usually reuse the cable route of the lighting or ventilation circuits. That reduces not only cost but also programme risk, since civil works are the item most likely to delay a charging project.

Global Certifications, OEM/ODM Support and Warranty

Support covers remote diagnostics, firmware maintenance, spare module supply and technical training. Standard warranty is 24 months, with extended coverage and service-level agreements available for fleet and public-network customers. Consumables such as air filters and fans are field-replaceable, and the module-level design means the most expensive component can be swapped without replacing the cabinet. Models from 40kW to 80kW share the same interface, so operators can standardise on one product family as their requirements grow.

Documentation is supplied in English as standard, with additional languages available for volume orders. The package includes installation manual, commissioning checklist, OCPP configuration guide, wiring diagram set, maintenance schedule and spare-parts catalogue. For OEM customers the documentation can be re-branded, and firmware release notes are provided per version so integrators can validate changes before fleet-wide rollout.

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.

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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