Electric Vehicle Chargers

Delta AC Max comes with internal residual current detection up to 30mA (AC) and 6mA (DC), so a Type B RCD is not necessary. In line with AS/NZS3000 appendix P, NHP recommends using an appropriate overload protection in conjunction with Type A RCD or a RCBO Type A upstream when installing an AC Max.

AC Max can be connected in single or three phase.

If you are looking for an EV home charger, the AC Max is the best option, a future proof product for residential space……

The AC Max is the best option for home use, a future proof product for residential space as it is designed in a way that it can be connected single or three phase depending on what's available at home. The AC Max has internal dip switches that allow the charger to limit how much current it requires so it can match how much the site can supply.

AC Max can be wired in several ways, such as:

• Single phase at up to 7.4kW, delivering up to ~40km of range per hour plugged in.
• Three phase at up to 11kW, delivering up to ~60km of range per hour plugged in.
• Three phase at up to 22kW, delivering up to ~120km of range per hour plugged in.

For AC charging, NHP recommends the AC Max with communications enabled. The communications portion is crucial for the installation of multiple AC Max units and for future proofing. With communications enabled, a load management system can balance the power required with how much power a site can provide.

The DC Wallbox can be configured to have a lower output using an online configuration tool to set the output of the unit to meet your requirements. The online tool also allows for integration with OCPP and the ability to set the maximum amount of power users can charge from the unit. To gain access to the tool, please contact your local NHP representative

Electric Vehicle batteries can only receive DC current. As a result, AC Chargers deliver AC current which needs to be converted to DC by the vehicle internal rectifier. Due to the size, space and weight constraints inside a vehicle, most vehicle rectifiers are limited to 11kW. A Delta AC Max operating at full capacity (22kW) will only charge the vehicle at 11kW as the vehicle has limited the charge rate to what it can receive. Future generations of vehicles may increase the AC charge rates to 22kW.

A vehicle like a Tesla Model 3 will recharge its 65kWh battery from 0-100% in approx. 6 hours at 11kW.

DC charging allows for much faster charging, as the DC charger does the conversion from AC to DC itself. This allows the current to bypass the vehicle’s internal rectifier, in essence removing the AC ‘limiter’ and charging directly into the battery via DC. This DC charging enables vehicles to charge at between 100kW and 250kW (vehicle dependent). A vehicle like a Tesla Model 3 will recharge its 65kWh battery from 0-100% in approximately 1 hour 20 min at 50kW.

Need more power? NHP can support your business with DC chargers as fast as 200kW.

Vehicles with Type 2, Type 2 CCS (CCS2) or CHAdeMO will work with Delta products.

NHP and Delta work to ensure chargers are compatible with different automotive products entering into the market. If you are an automotive manufacturer and would like to test your vehicle with Delta chargers, please don’t hesitate to get in touch.

We no longer support Type 1, Type 1 CCS.

When you are installing one or two EV chargers, it is not a significant load on the building system at 7.36 kW or 32A at 230V. If you are installing a large number, for example 25, into an existing building and calculate based of the current AS/NZ3000 draft for maximum demand, you would need 800A of room on the switchboard. NHP views this as unnecessary as that switchboard would only be utilised for a small portion of the day. Instead NHP recommends using smart load management. The load management system factors in human behaviour, like everyone plugging in their vehicle when they get home. This creates a peak of demand for the EV charging, whereas later at night there is very little demand. A load management system allows the chargers to lower their output during peak demand.

When you are installing one or two EV chargers, it is not a significant load on the building system at 7.36 kW or 32A at 230V. If you are installing a large number, for example 25, into an existing building and calculate based of the current AS/NZ3000 draft for maximum demand, you would need 800A of room on the switchboard. NHP views this as unnecessary as that switchboard would only be utilised for a small portion of the day. Instead NHP recommends using smart load management. The load management system factors in human behaviour, like everyone plugging in their vehicle when they get home. This creates a peak of demand for the EV charging, whereas later at night there is very little demand. A load management system allows the chargers to lower their output during peak demand.

Beyond the requirements of AS/NZ3000, NHP's understanding is that this is not yet well defined within the industry. AS/NZ3000 June draft has content on EV chargers in segment P, but it is only informative.

NHP suggests consideration be given first to safety, by protecting to a degree against accidental destruction of the electrical asset by vehicles, and then to ergonomics/accessibility. Wall or post-mounted chargers should be mounted 1000-1200mm from the ground so they are unlikely to be driven into, while the plugs can still be easily reached from a wheelchair.

For floor mounted DC chargers, NHP recommends the installation of bollards to protect against accidental vehicle impacts. NHP recommends you follow "Building Code of Victoria Service & Installation Rules 2014" guidelines or follow your local regulations if this is not applicable.

The monetisation of the provision of electricity is a topic with many answers and it is evolving all the time. That said, AC and DC are likely to be treated differently.

The cost of the charging equipment and the value of the energy are much lower for AC and the equipment typically does not come with built-in credit card readers/NFC chips. Monetisation includes:

1. Indirect cost recovery: for example shopping centres and destination attractions often provide electricity to EV owners at no cost, offsetting it against increased spend in their facility.
2. As an added benefit of paid parking: if the parking space is already monetised, we expect the cost of the electricity to be structured into the cost of parking. The user will not want two separate transactions for parking and power and the operator will not see the value in the overheads associated with separate systems when it is comparatively easy to raise the existing price by 50 cents to one dollar per hour.
3. Time-of-use tariffs: when the charging equipment is in a private home the equipment runs through the existing energy meter and we expect time-of-use tariffs to be commonplace for EV owners.
4. Cloud-based billing for charging: if the parking is not monetised, and the owner of the charging equipment wants to monetise the provision of electricity, suitable solutions can be engineered. These include giving your money to an attendant who will activate the charger with a key or swipe card and app-based systems holding user credit card information that activate the charger directly over a cellular network. The monetisation of DC chargers is more common because the asset value and the value of the electricity provided in a single transaction are much higher.

In these cases, an app-based system is typically used, allowing users to authenticate themselves to the charger, with billing then applied to their credit card. In some cases, the charging equipment will have a credit card reader built-in. In Europe, networks of DC chargers are commonly operated by energy retailers.

By contrast, in the initial NZ experience, in some places DC charging is being offered free of charge to encourage uptake. The actual cost of the electricity expected to be provided over the first couple of years is likely to be a couple of orders of magnitude lower than the value of project execution. As far as NHP understands, the cost is effectively being absorbed as a project expense.