Charging stations are divided into two different charging types: AC charging stations (alternating current) and DC charging stations (direct current). With AC charging stations, charging capacities
between 3.7 and 44 kW are possible. The alternating current is converted into direct current inside the electric vehicle,using a rectifier, as the battery is charged with direct current.
In the case of the DC charging stations, the current is already converted into direct current within the charging station. With this charging method, charging capacities of up to 350 kW are possible.
For this reason, these charging stations are correspondingly more cost-intensive. DC charging stations are mainly used at motorway service stations, as a fast charging process is expected at
these locations. In urban areas, the AC charging station has established itself as the standard.

According to the EU Parliament's draft law, type 2 has been the European standard for charging infrastructures since April 2014. However, there are adapter charging cables that can connect a
charging station equipped with a type 2 socket to a vehicle equipped with a type 1 plug.

Charging at a SCHUKO socket outlet is not recommended for two reasons: The charging process will take several hours due to the low output and the power transmitted during a charging process
is very high to other consumers in the house. A SCHUKO socket outlet is NOT designed for such a protracted permanent load! It leads to strong heat development and in extreme cases
even to the melting of the SCHUKO socket outlet.

Yes, the charging current can easily be adjusted to the available current by a qualified electrician using our software.

The range of an electric vehicle depends on the battery size of the vehicle. Today's models have a range of up to 600 kilometers. However, the manufacturer's specification is below the range in
real operation. In the real application, the range is reduced due to different driving behaviors, as well as the use of features such as air conditioning and heating.

The vehicle must first be connected to the charging station. If the charging station is not set to free charging, you must authorize yourself with an RFID card or by app to start the charging process.
Some backend providers also offer the possibility to authorize via SMS.

No, IEC 62196-2 stipulates for safety reasons that during charging the plug must be locked inside the charging socket both on the infrastructure side and the vehicle side.

In the event of a power failure, the plug lock is released and the plug can be removed from the charging socket.

An internal temperature monitor is integrated to protect the charging station from overheating. For this purpose, the charging current is automatically limited to a safe level. Electronic overcurrent
protection also protects the charging cable from overloading.

There are various communication options for establishing communication with the backend. On one hand, communication can take place with the aid of LTE via a SIM card. On the other hand,
it is possible to communicate with the backend via the integration of an existing LAN. Currently, ABL also offers communication via wireless LAN.

Every hardware manufacturer can offer different backend operators that are compatible with its charging stations. ABL offers the possibility to integrate almost any backend.

In a master-slave configuration, several charging points are connected in series. One charging station acts as the master. The communication controller (Single Board Computer short SBC) for
controlling all charging points is integrated into the master charging station. In addition, the connection to the backend runs via the master. Within the system, load management can be operated
with a specified maximum current so that exceeding the maximum current is prevented. Optionally, the consumption of an entire building can be measured and the charging infrastructure adapted.

In this case, another master-slave system must be set up. The possibility of cascading, i.e. a structure in which several master-slave systems function in parallel with each other, will be planned
for shortly.

The size of the supply line depends on the maximum charging current of the charging station and the length of the supply line. The supply line must be designed by a qualified electrician.

According to VDE0100-722:2016, each connection point must be protected by its own residual current protective device of at least type A with a rated differential current no greater than 30 mA.
Charging stations with sockets or vehicle couplings must also have protection against DC residual currents.

A bill for kilowatt hours purchased may only be drawn up by energy suppliers by the Energy Industry Act. For this reason, charging processes are usually billed on a time basis.

When a charging process is completed at a charging station that is subject to a charge, no more electricity flows (0 kW). However, a parking fee will still be charged, as other electric vehicles will
not be able to charge at this charging station.

A basic distinction must be made between the employee and the visitor. By 2020, companies may give their employees the electricity used for charging. The electricity consumption for charging
visitors' EVs must already be recorded and billed today. We therefore, recommend that our customers purchase billable wall boxes, as it is expected that the electricity consumption for charging
employees will also have to be recorded and billed from 2020.

Yes, roaming enables barrier-free loading abroad. In the same way, drivers of an EV from abroad can also charge their vehicle at charging stations in Germany.