Once you know your costs and target margin, you still have to decide how to package the price. Should drivers pay per kWh, per minute, per session or through a monthly plan? Each tariff model sends a different signal to drivers, fits different sites and has different technical and regulatory implications. This guide is a catalogue of the models used in practice. For the numbers behind a price, read our guide on how to price EV charging.
- Per kWh pricing is the fairest and most transparent base, and the one regulators prefer for display.
- Time-based components and idle fees manage occupancy rather than energy.
- Subscriptions build loyalty for frequent users and smooth revenue.
- Whatever the model, publish it in a structure that can be recomputed from session data.
The building blocks
Almost every tariff is a combination of four components. OCPI uses the same structure, and AFIR requires the ad-hoc price to be displayed in this order: price per kWh, price per minute, price per session and any other component.
| Component | Charged for | Main purpose |
|---|---|---|
| Energy (per kWh) | Energy delivered | Cover electricity and margin fairly |
| Time (per minute or hour) | Charging or connection time | Recover the cost of occupying the charger |
| Session fee (flat) | Each session | Cover fixed transaction costs |
| Parking or idle time | Time connected after charging | Free up the bay |
Model 1: pure per kWh
The driver pays only for energy. It is easy to understand and fair between cars that charge fast and cars that charge slowly. Its weakness is occupancy: a car that charges at 3 kW on a 22 kW charger pays little while blocking the bay. Accurate, calibrated metering is essential, and in some countries legal metrology rules apply.
Model 2: per minute
Charging by time is simple to meter and protects revenue at busy sites. However, drivers of cars with low charging power pay more per kWh, which feels unfair and can be restricted by local rules. Pure time pricing is now uncommon at public chargers but can work for parking-style products.
Model 3: kWh plus session fee
A small fixed fee per session covers payment and transaction costs that do not depend on energy. It discourages very short sessions but penalises drivers who top up briefly. Keep the fee low and show it clearly.
Model 4: power-tiered pricing
Different prices for AC, DC and high-power charging reflect different costs. Some networks also tier by the actual power the car accepts. Make sure the tier is determined in a way the driver can understand before charging.
Model 5: time-of-use
Prices vary by time of day or day of week, often mirroring wholesale or grid tariffs. It shifts demand away from peaks and can improve margins, but requires the CSMS to split sessions into charging periods at each price change.
Model 6: subscriptions and memberships
Drivers pay a monthly fee for a lower per kWh price, included energy, or priority access. It works well for commuters, residents and fleets, and gives the operator predictable revenue. Manage plans, renewals and invoicing automatically to avoid support load.
Model 7: idle fees
An idle or overstay fee starts after charging ends, usually after a grace period. It is the most effective tool against bay-blocking and works with any of the models above. See our detailed guide on idle fees.
Model 8: dynamic pricing
Prices change automatically based on demand, energy prices or site load. It can maximise utilisation and margin, but must stay transparent: drivers must see the price that applies before they start.
Which model fits which site?
| Site type | Typical model | Why |
|---|---|---|
| Highway DC hub | kWh, power tiers, idle fee | High turnover, fairness, keep bays free |
| Urban AC on-street | kWh plus idle fee or time after a cap | Prevent all-day parking |
| Hotel or destination | kWh or included in stay | Service for guests |
| Residential building | kWh at cost plus fee, or subscription | Fair cost sharing between residents |
| Workplace | Free, subsidised kWh or time cap | Employee benefit with fair rotation |
| Fleet depot | Internal cost allocation per vehicle | Accurate cost centre reporting |
Roaming tariffs
When drivers arrive through an eMSP, the CPO charges the eMSP a B2B tariff, published through OCPI or agreed in a hub. The eMSP then sets its own price for the driver. Keep your roaming tariffs consistent with the components and restrictions you can actually compute, otherwise CDRs will be disputed.
Implementation checklist
- Show the full price before the session starts, on the charger, app and payment page.
- Apply the tariff valid at session start for the whole session unless the driver is told otherwise.
- Store the tariff version with every session for audits.
- Test each tariff with real session data before publishing it.
- Use calibrated meters for energy-based pricing where required.
Frequently asked questions
Is per kWh pricing mandatory?
Rules differ by country. Many regulators require or prefer a per kWh price for public charging, with time components allowed for occupancy. Check your local regulations.
Can I use different prices for app users and ad-hoc users?
Yes, within the limits of regulations that require ad-hoc prices to be reasonable and transparent. Subscriptions and contracts commonly offer lower prices.
How often should tariffs change?
As often as your costs require, but announce changes in advance and never change the price of a running session.
Üreticy supports kWh, time, session, idle and time-of-use tariffs, subscriptions and dynamic pricing from one tariff engine. See pricing features or contact us.