Electric car chargers

The main difference between both types of EV charger is the power. Domestic EV chargers (CVE) have been standardised into two values:

• Monophase: maximum power of 7.4 kW.
• Triphase: maximum power of 22 kW.

Most models on the market offer options of 7.4 kW, 22 kW, or 22 kW adjustable to 7.4 kW. This flexibility allows the charger to be adapted to the electrical installation of each home.

The choice depends on the type of electrical installation you have at home and the model of electric car:

• If you have a monophase installation: you must necessarily install a monophase charger. There is no alternative.
• If you have a triphase installation: you can install either a monophase or a triphase charger. This is where the technical assessment comes in.

Factors to consider if your installation is triphase:

• Power and charging speed: triphase chargers allow higher power, which reduces charging time. But you need to have sufficient contracted power available.
• Minimum available power: monophase chargers require between 1.4 and 2.3 kW depending on the car. Triphase chargers require between 4.1 and 6.9 kW minimum.
• Car compatibility: vehicles are also monophase or triphase depending on the model. A triphase charger powering a monophase car will see its maximum power reduced from 22 kW to 7.4 kW — you won't take full advantage of the triphase.

Still unsure which charger suits you best? Request a personalised quote and our technical team will advise you with no commitment.

The real charging power will be defined by three factors (provided the electric vehicle allows it):

• The charger's power: monophase CVE up to 7.4 kW, triphase CVE up to 22 kW.
• The contracted power with the electricity company.
• The available power, which depends on the contracted power and on what the house is already consuming. For example, with a contracted power of 5 kW and a simultaneous consumption of 3 kW, the available power for charging will be 2 kW.

The CVE can be configured manually to limit charging power, but constantly monitoring not to exceed the contracted power is very inconvenient in daily use.

For this reason we install an external meter that communicates with the CVE to self-manage the available power and use the maximum up to the set limit: this is the automatic load balancing. The charger adjusts its power in real time according to what the house is consuming, without you having to worry about anything.

Furthermore, this system is especially profitable when the charger is combined with a solar panel installation: you will recharge the car with your own solar energy without cuts or manual adjustments.

One option is to have an available power higher than the sum of the maximum powers of the CVE existing in the installation. This option requires the contracted power to be high (if the company allows it) and, therefore, a high maintenance cost.

The second option is to limit the power of each charger to ensure that the available power will not be exceeded. This option limits the charging of the vehicles and the maximum power of the CVE is never used.

The last option is to install an energy meter that communicates with the main CVE, which automatically manages the total available power between the chargers in operation. In this way, no more energy than necessary needs to be contracted (if not desired) and the CVE will operate at the maximum available power depending on the CVE in use.

This last option is especially recommended in integrated residential self-consumption solutions, where smart balancing allows the solar energy generated to be used to the maximum.

Yes, there are CVE that allow this. These chargers need to read the current consumption through an external meter (the same one used for load balancing) and adjust the charging to exclusively use the available surplus energy, respecting the minimum and maximum charging limits of the connected vehicle.

In this way, the surplus fed into the grid is minimised as much as possible. With one important limitation: if the surplus is very low, the charger will not be able to use it. For example, with 1.3 kW of surplus, the CVE will not be able to inject it into the vehicle, as it is not enough to allow the vehicle to start charging.

This operating mode enables two modalities for managing solar surplus:

• Solar surplus only: the vehicle is charged exclusively with the surplus energy from the panels.
• Grid + surplus mix: a combination of grid energy and solar surplus, with the percentage predefined by the user.

This combination is compatible with the grants and subsidies in force for self-consumption installations with electric mobility.

Domestic CVE are configured through the manufacturer's app. The initial configuration is done via Bluetooth, and the client owning the charger has full access to modify the parameters according to their needs.

Furthermore, most CVE allow internet connection to remotely manage functions such as:

• Charging scheduling by time slots.
• Manual start and stop of charging.
• Modification of the charger's maximum power.

No, an internet connection is not essential for basic operation. It is only necessary if you want to modify remote management parameters, such as:

• Start and stop charging remotely.
• Schedule charging times.
• Manage users (grant access via RFID cards, etc.).

Yes, most domestic CVE allow charging schedules to be programmed from the manufacturer's app. This feature is especially useful for taking advantage of the cheapest electricity tariffs, usually in nighttime slots.

The most complete models allow:

• Configuring personalised weekly time slots (for example, charging only from 00 h to 07 h).
• Programming specific days (weekdays yes, weekends no).
• Setting the maximum charging power during each slot.

Programming can be done locally via Bluetooth or remotely if the charger has an internet connection.

Installing an EV charger in a space of a community car park has two main options, both technically viable:

1. CVE connected directly to your home meter: if there is access from the car park to your flat, an individual derivation is installed. The wiring to reach the space can be individual or collective (community pre-installation), depending on what the residents' community decides.
2. Protection subpanel from the car park meter: a common subpanel is installed from which individual derivations run to each CVE of the car park spaces. Each user has their own consumption meter and independent bill.

The choice depends on the building's infrastructure, the number of interested neighbours and the community agreement.

These options are perfectly combinable with a collective self-consumption installation in the community: the solar surplus generated on the roof can feed the CVE in the car park, maximising savings for all neighbours.

The most practical way to bill the energy consumed when charging from the community meter is to install a MID-certified meter (Measuring Instruments Directive) in each CVE. This meter accurately records the individual consumption of each user.

From there, billing is managed through a platform administered by the community itself, which can issue charges:

• Per charging session: each user pays for what they consume in each recharge.
• At the end of the month: the total consumption is grouped and billed to the corresponding neighbour.
• Combined with a fixed fee: monthly fee + variable consumption.

This system guarantees full transparency and avoids conflicts between neighbours, as each user pays exclusively for the energy they have consumed.

Billing users is managed through a dedicated platform for this purpose. There are different platforms on the market, each with specific configurations depending on the type of intended use:

• Private use: only regular users of the charging point have access (for example, residents of a community or company employees).
• Public use: the platform is opened to any registered person, functioning as a charging point accessible to third parties.

Depending on the chosen platform, the following can be configured:

• Which users have access to the CVE (via RFID, app or PIN).
• Personalised tariffs by user or group (for example, reduced price for residents, standard price for visitors).
• Availability schedules (24/7 use or restricted to specific time slots).

Yes, there are several ways to reduce the cost of installing an EV charger at home. These are the main grants and tax advantages available:

• 15% income tax deduction (RDL 7/2026): you can deduct 15% of the cost of the charging point installation, on a maximum base of €4,000 — up to €600 in tax savings. This deduction is independent and cumulative with the deductions for photovoltaic installation or aerothermal.
• State electric mobility programmes (MOVES Plan and successors): direct grants for the installation of charging points, with amounts varying according to the type of installation and location.
• Regional and municipal programmes: in Catalonia and the Balearic Islands there are specific calls for electric mobility, as well as possible reductions in the municipal IBI (property tax) for homes with an installed charging point.

The most profitable combination is to install the charger together with solar panels, since in addition to the charger-specific grants, you can access the self-consumption grants and subsidies. Check the details of each route and see which are compatible with each other on our grants page.