Compare vehicle acceptance and EVSE power, calculate charging energy and circuit demand, check transformer capacity, then size solar energy offset for India or the United States.
This India charger/vehicle case does not trigger transformer sizing in the preliminary flow. Sanctioned load, phase availability, breaker, service cable and utility capacity still need verification.
India keeps the verified EV/Havells catalog. US mode uses current EPA/OEM values that you enter.
Use vehicles, distance, SOC window and a realistic energy factor for weather, speed and HVAC.
The vehicle accepts only the lower of EVSE output and its AC/DC charging limit.
Use simultaneous ports, real other load and a documented managed cap—not an unsupported diversity guess.
Use site PV yield and current tariff; panel count is rounded up to whole modules.
An 11.52 kW Level 2 EVSE at 240 V draws 11,520 ÷ 240 = 48 A. Because EV charging is treated as a continuous load, the preliminary circuit basis is 48 × 125% = 60 A. The result is commonly a 60 A two-pole circuit, but conductor size and overcurrent protection must follow the EVSE nameplate, listing, installation instructions, conductor/terminal ratings, voltage drop and the locally adopted NEC.
Four 150 kW DC chargers at 93% efficiency need about 4 × (150 ÷ 0.93) = 645 kW AC input. At 0.99 power factor and 20% spare margin, preliminary capacity is 645 ÷ 0.99 × 1.20 ≈ 782 kVA. The US three-phase standard-size result rounds to 1,000 kVA before other site loads, utility constraints, harmonics, cycling duty, temperature and future expansion are reviewed.
A 75 kWh EV with 300 miles of rated range starts at 250 Wh/mi. With a 115% real-world factor and 90% charging efficiency, grid energy is about 319 Wh/mi. Driving 35 miles/day therefore uses about 11.2 kWh/day or 4,080 kWh/year. At 1,400 kWh/kW-year site PV yield, a 100% annual offset needs about 2.92 kW DC. Seven 430 W modules install 3.01 kW DC. This is an annual energy balance, not proof that the car charges directly from solar at every moment.
Vehicle energy = battery kWh × (end SOC − start SOC)Effective charging power = min(EVSE kW, vehicle acceptance kW)Charge time = SOC-window energy ÷ (effective kW × average-power factor)Single-phase current = input kW × 1000 ÷ voltageThree-phase current = input kW × 1000 ÷ (√3 × voltage × PF)US continuous-load basis = EVSE input current × 125%Transformer kVA = (managed EV kW + other kW) ÷ PF × marginUS solar kW = annual EV kWh × offset ÷ annual PV yieldThe engine does not select conductors, raceways, grounding electrodes, protective-device interrupting ratings or utility service equipment. Those require equipment-specific and site-specific engineering.
Enter the EVSE nameplate power and supply. The calculator derives input current and shows a preliminary 125% continuous-load ampacity and breaker basis. The equipment nameplate MCA/MOCP, conductor temperature rating, voltage drop, local amendments and the authority having jurisdiction still govern the final design.
At 240 V, 48 A is 11.52 kW. Applying the 125% continuous-load basis gives 60 A, so a typical preliminary result is a 60 A two-pole circuit. A licensed electrician must verify the EVSE instructions, conductor size and the adopted code.
The engine converts each charger to AC input kW, multiplies by simultaneous chargers, applies either the entered demand basis or a documented managed-load cap, adds other site load, divides by power factor, adds spare margin and rounds up to a regional standard transformer size.
Potentially. NEC Article 625 permits controlled charging capacity to be considered when a compliant energy management system limits the maximum load. The programmed cap, equipment listing, adopted NEC edition, utility rules and AHJ approval must all be confirmed; an assumed diversity percentage alone is not a control system.
The calculator estimates annual EV grid energy, multiplies it by the requested solar-offset percentage, divides by site PV yield, then rounds the array to whole modules. US users can enter PVWatts annual yield; India users can use peak sun hours and performance ratio.
No. Actual vehicle power is limited by the lower of charger output and vehicle acceptance, then DC charging normally tapers as state of charge rises. The calculator applies a user-editable average-power factor for the selected state-of-charge window.
No. J1772 is commonly used for AC charging, CCS1 adds DC pins to the J1772 layout, CHAdeMO is a separate DC connector and J3400 is the standardized North American charging interface often called NACS. Use only listed, vehicle-approved adapters.
No. It is a transparent preliminary sizing tool. Final work requires the EVSE and vehicle manuals, utility service study, short-circuit and protection review, conductor and raceway design, grounding, accessibility, permits and approval by the local authority having jurisdiction.