Validation Test Cases
These cases are public-source simulation checks, not personal charging logs. They show how ChargeEstimateKit formulas respond to common EV charging inputs, which values are expected, and why a real vehicle, utility bill, charger app, or charging receipt may differ.
Case summary
| Case | Inputs | Expected result | Basis | Why it matters |
|---|---|---|---|---|
| Home Level 2 7.2 kW | 60 kWh battery, 20% to 80%, 7.2 kW, 90% efficiency | 36 kWh to battery, about 40 kWh from wall, about 5h 33m | Class 1 arithmetic: 60 x 60%, then divide wall energy by 7.2 kW. | Shows the difference between battery energy and wall energy. |
| 11 kW wall unit with vehicle limit | 60 kWh battery, 20% to 80%, 11 kW wall rating, 7.2 kW vehicle AC limit | 7.2 kW input estimates about 1h 55m longer than using 11 kW | Class 1 arithmetic: compare the same energy and efficiency at 7.2 kW and 11 kW. | Shows why vehicle-accepted power is the safer input. |
| DC fast charging 20-80 vs 80-100 | 75 kWh battery, 150 kW charger, 90% efficiency | 20-80 baseline about 20m; 80-100 formula can be too optimistic | Class 1 baseline from energy divided by power; NREL supplies context for SOC-dependent DC charging power, not the expected minutes. | Shows why taper and battery temperature matter. |
| Public receipt-style cost | 35.2 kWh, 0.48 per kWh, 1.00 session fee | 17.90 before taxes, idle fees, or discounts | Class 1 arithmetic: 35.2 x 0.48 + 1.00 session fee. | Shows why fixed fees should be entered separately. |
| Metric cost per km | 45 kWh added, 0.28 per kWh, 90% efficiency, 5.6 km/kWh | 50 kWh from wall, 14.00 energy cost, about 252 km, about 0.056 per km | Class 1 arithmetic from entered energy, 90% efficiency, rate, and 5.6 km/kWh. | Shows that cost per km and cost per 100 km use the metric efficiency entered by the user. |
| Metric monthly driving cost | 1,600 km/month, 5.6 km/kWh, 90% efficiency, 0.16 per kWh | About 286 battery kWh, about 317 wall kWh, about 50.8 monthly cost | Class 1 arithmetic: monthly km divided by km/kWh, adjusted for efficiency, then multiplied by price. | Shows how monthly kilometers convert into a metric charging budget. |
| kWh-to-range reserve | 45 kWh available, 3.8 miles/kWh, 15% reserve | 171 miles simple estimate, about 145 miles planning distance | Class 1 arithmetic: 45 x 3.8 miles/kWh, then apply the visitor-selected 15% reserve. | Shows why displayed range is not the same as trip planning range. |
| Range trip planning in km | 50 kWh, 18 kWh/100 km, 15% reserve, 200 km trip | About 278 km simple range, about 236 km planning range, trip possible with about 36 km surplus | Class 1 arithmetic: convert 18 kWh/100 km to range, apply 15% reserve, then compare with 200 km. | Shows how metric trip distance, reserve, and kWh/100 km work together. |
| Single-phase vs three-phase charger power | 240 V x 32 A single-phase; 400 V x 16 A three-phase | About 7.68 kW single-phase; about 11.1 kW three-phase | Class 1 arithmetic: V x A for single phase and square-root-of-three x V x A for three phase. | Shows why phase selection and voltage type change the kW result. |
Metric validation notes
The metric rows use the same formulas as the mile-based calculators, but they keep the distance inputs and efficiency units in kilometers. Cost per km divides the session total by estimated kilometers, metric monthly cost converts monthly kilometers into battery kWh, and the trip-distance case converts the entered kilometers into the same planning-range check.
- Use km/kWh or kWh/100 km consistently; do not mix mile and kilometer efficiency values.
- When both mile and km trip distances are entered, the calculator uses the km trip distance for the comparison.
- These metric checks are still planning examples, not live utility prices, live station prices, or vehicle-specific guarantees.
How to use these cases
Use these rows as regression examples for the calculators and as reading examples for the guides. Replace the input values with your vehicle manual, charger screen, utility bill, charging app, or receipt before using the result for a real session.
- Use vehicle-accepted kW when it is lower than the charger rating.
- Use wall energy for cost estimates and battery energy for battery-side estimates.
- Add a buffer for high state of charge, cold or hot batteries, and public charger sharing.
- Use an electrician for breaker, wiring, panel capacity, and installation questions.