The most common reason a charging project dies is not the charger — it is the building supply. Load balancing is usually the cheapest way to make the project work anyway.
Load balancing measures what the building is drawing at the grid connection and tells the chargers how much current is genuinely spare. No service upgrade, no new supply, no civil works.
The monitor and the charger communicate directly over a 433 MHz radio link, so load balancing can be added to an existing installation without pulling cable through a finished building.
The controller is configured with the supply limit for the site — for example a 60 A incoming supply — and reduces charging current as the building's own consumption rises, so the main fuse stays intact while vehicles still charge.
Portable units read the adaptor they are plugged into and derate accordingly — a 22 kW unit on a domestic 16 A adaptor will not attempt 22 kW.
The monitor reads real current at the grid connection instead of assuming a fixed allowance, so it adapts to the building's actual consumption through the day.
Because capacity is managed centrally, charge points can be added later without revisiting the supply question — the constraint becomes managed rather than blocking.
| Apartment blocks | Several residents sharing one incoming supply, with no realistic route to an upgrade. |
|---|---|
| Older housing | Buildings where the service was sized for lighting and cooking, not vehicle charging. |
| Small commercial sites | Where two or three charge points would otherwise push the site over its maximum demand. |
| Fleet yards | Managing overnight charging within a fixed supply so vehicles are ready by shift start. |
Send the main fuse size, phases and how many charge points you need — we will say whether load balancing is enough or whether the supply has to change.
