Vanix Targets 10,000+ EV Charger Deployments in 3–5 Years

Vanix Technologies is targeting more than 10,000 EV charger deployments over the next three to five years as the Hyderabad-based company looks to scale an adaptive charging platform designed to accommodate changes in vehicle technology, grid conditions and charging standards.

The company currently has 20 paid residential charger deployments across Telangana, Uttar Pradesh, Maharashtra, Andhra Pradesh, Delhi and Punjab. Based on its pipeline, Vanix is targeting around 1,500 units in the near term. India will account for the bulk of its planned deployments, while the company also plans to expand into the Middle East, Southeast Asia and other export markets.

The existing 20 units have completed around 600 charging sessions over roughly two months, delivering approximately 9,500 kWh across about 2,700 hours of cumulative charging time.

“The geographic spread is deliberate rather than incidental,” Dr Muddasani Satyanarayana, co-founder and CTO, Vanix Technologies, told Autocar Professional. “These are home installations doing overnight charging, and the supply environment at a house in Punjab is not the supply environment at a house in Hyderabad.”

The chargers are being used with vehicles from Tata, MG, Hyundai, Suzuki, Kia and Mahindra. Vanix says differences in site conditions and vehicle-side behaviour are feeding into its product development.

That field experience also underpins the company’s argument that charging equipment designed around fixed assumptions may struggle across India’s varied deployment conditions. Grid quality, available electrical capacity, shared loads and usage patterns can differ significantly between homes, apartment complexes, workplaces and public charging sites.

Vanix is addressing this partly through Dynamic Load Balancing, which allows multiple chargers at a site to communicate and distribute the available electrical capacity instead of drawing power independently. The company says this can support more chargers within existing power constraints while reducing the risk of electrical overload.

Its Eco Modes are designed to account for utility peak hours, building loads and seasonal changes in electricity demand. In a residential complex, for instance, charging can be adjusted when the building’s overall load rises, making better use of the available electrical capacity.

At the centre of the platform is an AMD Zynq adaptive SoC. Vanix says it selected the architecture because it wanted the charger to be capable of accommodating changing standards and requirements without repeatedly redesigning the controller.

The company says deterministic safety and real-time control can run in programmable logic, while communication protocols and higher-level software remain upgradeable. Its 7.4 kW, 11 kW and 22 kW AC products use a common controller, with additional capability built into the architecture for functions that could become relevant during the operating life of the charger.

Vanix is also developing DC charging solutions for electric two- and three-wheelers in the 3 kW to 15 kW range.

The common-controller approach is intended to support future capabilities including renewable-energy integration, battery-aware charging and bidirectional charging or Vehicle-to-Grid. Renewable integration is among the nearer-term use cases: the charger can communicate with a home’s electrical metering, understand household consumption and adjust vehicle charging based on available surplus solar power.

Battery-aware charging is dependent on vehicle communication. Vanix says today’s Type 2 AC protocol does not provide the charger with the vehicle’s battery state of charge. A digital communication layer capable of sharing state of charge and target charging time could enable more informed scheduling and charging control.

For V2G, Vanix says its controller has been designed to support the capability when vehicle and regulatory support becomes available. In an AC V2G architecture, power conversion takes place inside the vehicle, while the charger manages communication, control, measurement and safety through standards such as IEC 61851 and ISO 15118-20.

The company sees the immediate bottlenecks in India as vehicle capability and regulation rather than charger hardware alone. It says no Indian OEM currently offers a V2G-capable onboard charger at scale, while the Central Electricity Authority is working on reverse-charging guidelines and associated tariffs.

Artificial intelligence is another area where Vanix is still building capability rather than claiming a finished deployment. Its EVSE platform currently combines deterministic real-time control, telemetry, load management and cloud connectivity. The company is developing an AI and analytics layer using charging, electrical and operational data for applications including predictive maintenance, energy optimisation and intelligent load management.

As vehicles become increasingly software-defined, Vanix expects chargers to move in a similar direction.

“The next generation of EV charging will not be defined by the number of chargers we install. It will be defined by how intelligently they operate and how well they adapt over time,” Satyanarayana said.

Greater connectivity also increases the cybersecurity requirements of charging equipment. Vanix says its approach includes secure boot, device identity, protected firmware and trusted execution at the hardware level, along with encrypted communication, authentication, access control, secure over-the-air updates and continuous monitoring.

OTA capability allows the software and firmware to be updated after deployment, giving Vanix scope to introduce additional functionality as requirements change.

Satyanarayana believes policy should consequently look beyond charger numbers and place greater emphasis on interoperability, security and adaptability. Among Vanix’s recommendations are digital communication that gives AC chargers access to vehicle state-of-charge information, hardware security requirements including secure boot and signed firmware, secure OTA capability and a minimum five-year commitment to security patches.

The principle, according to the company, is that a charger installed in 2026 should remain secure, compliant and adaptable in 2030 rather than requiring replacement every time technology changes.

Vanix’s chargers are designed and engineered in India. The architecture, controller, firmware and cloud platform are developed in-house in Hyderabad, while volume production is handled through Indian electronics manufacturing services partners. The company retains design authority, bill-of-materials control, component qualification, firmware and end-of-line testing.

Rather than building large captive manufacturing capacity, Vanix is using what it describes as a capacity-flexible model that can scale through its EMS partners. Its target customers span residential and apartment users, commercial and workplace developments, real estate, distribution partners and charge point operators. It is also engaging with CPOs and ecosystem partners for public AC charging deployments.

Moving from 20 live chargers to more than 10,000 deployments would require a significant ramp-up, with the near-term target of around 1,500 units providing the first test. India will remain Vanix’s primary market as it builds towards expansion into the Middle East, Southeast Asia and other export markets.