The M4 is a single board that runs a two-connector DC charger: charge control, metering, insulation monitoring, communications and connector-lock control are integrated on it rather than split across separate modules. It is EN and GB/T dual-standard, it has supported multiple customers through CE and CCC certification, and its centralized wiring design cuts assembly wiring labor by more than 60% versus the previous generation.
Board-level parameters. Output power, connector type and cabinet layout belong to the charger design, which is the brand owner's product.
On a DC charger the interesting question is not which functions exist but how many boxes they are spread across. Each split is a connector, a harness and a failure mode.
Charge control, metering, insulation monitoring, communications and connector-lock control sit on the M4. In a split architecture each of these is a separate module with its own wiring, its own firmware version and its own supplier. Consolidating them removes those interfaces from the bill of materials and from the service procedure.
The centralized wiring design consolidates multiple harnesses and cuts assembly wiring labor by more than 60% versus the previous generation, while lowering the risk of wiring errors. On a DC cabinet this is the dominant assembly cost line, which is why it appears here as a specification rather than as marketing copy.
OTA upgrades and remote diagnostics run over optional 4G or Ethernet. With the TMM accessory the board logs the full CAN message stream for remote pull and analysis from the platform. A DC service visit in Europe is expensive; a message log is what turns two visits into one.
"Has supported multiple customers through CE and CCC certification" is a statement about the board's record in certification projects. It is not a claim that a certificate held by eectec transfers to a brand owner's finished DC charger. Under the EU Blue Guide (2022/C 247/01), the party placing the finished product on the market under its own name is the manufacturer and issues the declaration of conformity for it. What the board's record shortens is the project, not the obligation.
eectec holds no Open Charge Alliance certificate, for OCPP 1.6 or for OCPP 2.0.1. Our charging platform runs OCPP 1.6 in large-scale commercial operation, with OCPP 2.0.1 support in final development — first delivery scheduled for December 2026.
Protocol revisions for vehicle-side high-level communication are stated per build in the datasheet, not on this page, because they depend on the firmware version and the communication option fitted. We would rather send a datasheet that matches the configuration than publish a figure that turns out not to apply to it.
Production background, for scale rather than for the individual order: 15 years in the business, more than 1,000,000 control boards shipped to date, more than 1,500 customers, and a field defect rate of 880 PPM.
It means one hardware platform covers both the European and the Chinese DC charging standards, rather than two separate board designs maintained in parallel. For a brand owner building for Europe alone, the practical consequence is not the Chinese capability itself but the volume behind the platform: the same board carries production from both markets, which is what keeps a controller line economically viable at European order sizes.
DC charging to the EN standard requires high-level communication with the vehicle over powerline, and the M4 integrates communications alongside charge control, metering, insulation monitoring and connector-lock control. The exact protocol revisions and the plug & charge scope supported in a given build are stated in the datasheet for that build rather than on this page, because they depend on the firmware version and on the communication option fitted. Ask for the datasheet against your configuration before you specify it in a tender.
The M4 has supported multiple customers through CE and CCC certification. That is a statement about the board's record in certification projects, not a claim that the board carries a certificate which transfers to a finished charger. Under the EU Blue Guide (2022/C 247/01) the party placing the finished DC charger on the market under its own name is the manufacturer and issues the declaration of conformity for it. What the board's record buys is a shorter certification project, not a skipped one.
The M4 consolidates what were previously multiple separate harnesses into one wiring scheme. It cuts assembly wiring labor by more than 60% versus the previous generation and lowers the risk of wiring errors. On a DC cabinet this is a larger effect than on an AC wallbox, because a DC charger has far more internal connections and each one is a place where an assembly error becomes a field failure.
The board supports OTA upgrades and remote diagnostics over optional 4G or Ethernet. With the TMM accessory module it logs the full CAN message stream, which can be pulled remotely and analysed from the platform. The reason this is a specification item rather than a convenience feature is cost: a DC service visit in Europe is expensive, and the difference between a guess and a message log is the difference between one visit and two.
300 boards for the standard configuration and 1,000 boards for a customised configuration, with a production lead time of 45 days after order confirmation. A customised DC board typically takes about four months of development before the first production run — about a month longer than the equivalent AC board, because the insulation-monitoring and vehicle-communication paths have to be re-qualified.
Tell us the output power, the connector types and the market. We will send the datasheet for that build, including the protocol revisions it supports, and a quotation against your volume.