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Start with how long vehicles stay, how many charge each day, and how many sockets are used at once. AC can suit long parking; DC can suit short stops and heavy use. The final choice is set by the power the vehicles accept and the available electrical capacity.

These figures are the station maximum. They do not promise a fixed charging time. A vehicle that accepts 50 kW DC will not take 120 kW from a 120 kW station. Power also changes as the battery fills. Compare by vehicle profile and dwell time, not by the kW figure alone.

No. Actual power is limited by both the station and what the vehicle can accept at that moment. Raising the station kW does not shorten the session if the vehicle cannot take more. The benefit appears on vehicles that support that power.

The stated kW is a maximum, not a constant. The vehicle DC limit, battery state of charge and temperature can change the power taken. On a dual-socket unit, another vehicle can share the available power. If the rate is lower than expected, check the vehicle limit and battery state, then whether the other socket is in use.

The stated kW of a dual-socket unit is not the same power delivered separately to each vehicle. Available power is split between the two outputs according to demand and the device configuration. The split is not always equal. Confirm per-socket limits on the current datasheet.

The maximum input of the planned devices and simultaneous use are reviewed together with the site peak load. That load is compared with the connection and panel capacity. Cable, protection and any power upgrade are set in the electrical design. DC output kW alone does not show the power drawn from the grid, so current input values are required.

This cannot be decided from the device kW alone. Compare the site peak consumption, available connection and panel capacity with the power the planned stations can draw at once. If capacity is short, load management, a different power option or an upgrade can be considered. The decision follows the electrical design and a site review.

You need an electrical connection suited to the device power, a safe mounting area, a layout the vehicle and cable can reach, a cable route and the required electrical protection. Indoor or outdoor conditions and the number of devices change the plan. The site and supply are reviewed first; mounting and commissioning are set in the technical design.

An on-site survey is not required for every project. A remote review is possible when the location, device count, mounting area and existing supply are already clear. A site visit is planned when the supply is uncertain or extra electrical and civil work is needed.

It depends on whether the site is ready. Where the electrical supply and mounting area are ready, the work can finish sooner. Cabling, a panel, infrastructure or extra site work extends it. The schedule is set after the site assessment.

It follows the total power of the devices and how they are used at the same time. Existing site capacity is checked, then cable, panel, connection points and protection are planned. If capacity is short, a power upgrade or load management can be considered.

Not for every installation. If the existing site capacity covers the planned charging load, the current supply can be used. If it does not, a power upgrade, load management or a new transformer is assessed for that project.

Yes, when the device is rated for outdoor use. The mounting area, electrical connection, cable route, drainage and vehicle traffic are reviewed together with the device.

Yes. The process can differ if the parking space belongs to a private unit or sits in a shared area. Shared areas may need a management decision, and the electrical supply must be suitable.

Review power, socket count, vehicle compatibility and how the site will be used. Also include the electrical supply, installation scope, warranty, service and after-sales terms in the comparison.

AC suits places where vehicles stay for a long time. DC suits places that need to transfer more energy in a short stop. The choice follows usage intensity, parking time, electrical capacity and the power the vehicles support.

Price starts with power, socket count and hardware options. Cabling, panel, mounting and site work can also change the project cost. The price is fixed after the device and installation scope are defined.

Send the location, the device type or power you have in mind, the number of vehicles and any existing electrical information to [email protected]. A quote can then be prepared for a suitable device and project scope.

The period and scope are stated in the quote and sales documents for the selected product. Before purchase, the warranty period, covered parts and service terms are shared in writing.

That depends on the quote. The quote states which of the device, cabling, panel work, mounting, commissioning and other site work are included.

Yes. The scope follows the product, project and contract. Remote support, a site visit, maintenance and service can be defined at the quote stage.

Not in every case. A licence or certificate is not required for units used only by the operator or its own vehicles, with no commercial charging service. If charging is offered to third parties, the station must operate under a licensed charging network, either with your own network licence or with a certificate from a licensed network operator.

Yes. A hotel, restaurant, car park, fuel station or other business can offer EV charging. Paid charging must run under a licensed charging network, and the electrical supply must be suitable.

Yes. AC or DC can be installed at these sites. The device follows average parking time, expected use, available electrical capacity and how the location operates.

Yes, revenue can come from the charging service, but the return depends on how busy the site is and on the operating model. Energy cost, network fees, maintenance, installation and other operating costs also count. The same income or payback should not be expected at every site.

Power follows how the site is used. Parking time, daily sessions, simultaneous use, the power vehicles accept and site capacity are reviewed together. The highest-power device is not required at every location.

The count follows how many vehicles are expected to charge at once and how busy the site is. Parking space, sockets per device, dwell time and electrical capacity also count. If demand is expected to grow, plan the infrastructure so it can expand.

Yes. Compatible stations can connect to a central system so status, sessions, energy use and faults can be followed remotely. The remote controls and reports available depend on the device and the management software.

It is a device that transfers electrical energy to the vehicle in a controlled way. Stations can offer AC or DC. Available power and the connector depend on both the device and the vehicle.

With AC, the onboard charger converts power to the direct current the battery uses. With DC, that conversion happens in the station and direct current goes to the vehicle. DC stations therefore usually offer higher power.

It transfers high-power direct current to the battery. More energy can move in less time than with AC, so it is used for short stops. The power a vehicle actually reaches still depends on its own limits.

It varies by vehicle and station. Energy to be added, the maximum power the vehicle accepts, station power, state of charge and temperature all affect the time. There is no single duration for every EV.

No. The vehicle connector must match the station socket or cable, and the vehicle must support that AC or DC type. Even with a matching connector, maximum power is limited by the vehicle.

CCS2 (Combo 2) is a widely used DC fast-charging connector. It adds two DC contacts to a Type 2 connection. Both the vehicle and the station must support CCS2.

If the vehicle can accept more power, the same energy can transfer in less time. Power is not constant through the session; the vehicle often reduces demand as the battery fills. A charging time cannot be calculated from the station kW alone.

Park safely and connect a compatible cable. At a public station, complete the start step in the app, with a card or on the station screen. Confirm that charging has started on the vehicle or the station display.

Stop the session on the station, in the app or in the vehicle first. Remove the cable only after energy transfer has stopped and the connector lock has released. If the cable stays locked, do not force it; follow the vehicle or station instructions.

No. The vehicle must not be moved while the cable is connected. Whether climate, screens or other in-car systems can be used during charging depends on the vehicle.

Usually yes. The vehicle reduces demand or ends charging when it reaches the set level. That does not always close the station session automatically. Check the station or app when the session ends.

No. Do not unplug or force a locked connector during an active session. End the session first, confirm that energy transfer has stopped and the lock has released, then remove the cable.

The cable may not be seated, the connector may not match, authentication or payment may be incomplete, or the vehicle or station may show a fault. Check the warnings on both. If it continues, contact the charging-network operator with the station details and the error message.

The fee is the energy delivered (kWh) multiplied by the unit price at that station (TRY/kWh). AC and DC prices can differ. Check any reservation or idle fee before you start.

A kWh is the energy delivered during the session. If 20 kWh is delivered at 10 TRY/kWh, the energy charge is 200 TRY. This is only an example; the current price depends on the station and the network.

Current prices are in the network app, on its website or on the station information. For public stations, current price, power and availability by socket can also be viewed in the EPDK Sarj@TR application.

Payment methods depend on the network and the station. An app, a bank or credit card, or contactless payment may be available. Check the options in the network app, on the station or in Sarj@TR before you start.

Yes. An invoice is issued for a paid charging service. How you reach it depends on the network operator: it may appear in the app or transaction history, or you can request it from the operator.

On some payment methods, a temporary amount is reserved on the card before charging starts. That amount is not the final fee. After the session, the real charge is settled. How long the hold remains depends on the bank and the payment system.

If no energy was delivered, a TRY/kWh service fee should not arise. A temporary card hold may still appear, and any reservation terms can still apply. If you see an incorrect charge, contact the network operator with the transaction record.

Yes. A device that meets the relevant standards and is installed on a correct electrical supply can charge an EV safely. Check the cable and connector for visible damage before use. Do not use damaged equipment or a station that shows a safety warning.

Yes. An outdoor-rated station that is installed correctly can be used in the rain. Do not use damaged equipment, and do not start charging if the connector is in standing water or the device shows a safety warning.

Energy transfer stops. Whether charging resumes when power returns depends on the vehicle, the station and the network. If the session does not continue, it may need to be started again from the station or the app.

EV charging systems need suitable protection against electric shock. Part of that protection can sit in the charger and part in the site panel. The arrangement follows the device specification and the electrical design.

Under normal conditions, using DC charging does not by itself mean the battery will be damaged. The vehicle limits the power it accepts through the battery management system, based on temperature, state of charge and battery condition. Long-term battery health depends on the vehicle design and how it is used.

Very frequent DC fast charging can affect long-term battery performance on some vehicles. The effect depends on battery technology, temperature, how often it is used and the vehicle battery management. For daily use, follow the charging habits the vehicle maker recommends.

Check the status and warnings on the station screen first. Do not use the station if the cable, connector or device shows visible damage. If a public station still fails, contact the network operator with the station number, location and the error shown.

Refresh the network app and, if you can, check the station screen. If it still looks offline, contact the network support channel before you start a session. The station number and the warning you see help the review.

Do not force the cable. Confirm that the session has fully ended, then try the vehicle connector release described in the manual. If it still will not release, follow the vehicle maker or station operator guidance. The emergency release differs by vehicle.

Check the warnings on the vehicle, the station and the app. A connection problem, a power cut, or a fault in the vehicle or station can stop the session. If it repeats, contact the network operator with the station number, the time and the error message.

Note the message or code and the station number. Do not use the device if there is physical damage, an electrical hazard or a safety warning. Otherwise follow the on-screen guidance, and send the details to technical support if the error remains.

For Charge Teknoloji devices, write to [email protected] with the product model, device details and a short description. For a public session, a payment issue or access to a station, contact the network operator shown at the station first.

Under the Electrise name, Charge Teknoloji offers AC and DC EV chargers. Devices, project design, installation and after-sales support can cover private use as well as commercial and public charging projects.

Charge Teknoloji offers DC charging solutions from 30 kW up to 320 kW for different uses. Power and socket layout follow site traffic, the vehicle profile and the existing electrical supply.

Yes. Charge Teknoloji develops and manufactures EV charging systems in Turkey with its own engineering and production. Main boards, control boards, software and device-management solutions are also developed by the company engineering teams.

Yes. A first review can use the location, device count and existing electrical information. A survey is planned when the site needs to be seen. Device choice, electrical supply and installation scope are set for that project.

Installation projects in different regions of Turkey are reviewed. The location, project scope, site conditions and schedule are confirmed when the request is made.

Technical support is provided after the sale. Depending on the issue, that can be a remote review, technical guidance or a site visit. Maintenance and service scope follow the device and project contract.

Send the city, the device type or power you have in mind, the number of devices and any existing electrical information to [email protected]. A suitable device and project scope can then be reviewed.