A Megawatt Future for HDV Charging Networks

The focus on electrifying transportation has extended beyond personal cars to encompass commercial vehicles, particularly heavy-duty vehicles (HDVs). HDVs, including trucks and buses, play a crucial role in global logistics and public transportation but are also significant contributors to greenhouse gas emissions. In the European Union, HDVs account for 25% of emissions from road transport and more than 6% of total EU greenhouse gas emissions. Globally, the situation is even more concerning, as HDVs are projected to contribute more emissions than light-duty vehicles by 2025.

Fluctuated Sales of Electric Heavy-Duty Vehicles (HDVs)  

Electric vehicle penetration in the global heavy-duty vehicle (HDV) market has experienced varying trends in recent years. As of 2022, electric HDVs accounted for 2.2% of global new sales, a slight increase from 1.9% in 2021. This follows a peak of 2.7% in 2016, with fluctuations around 2% in the intervening years, as reported by ICCT.   

China, initially leading with an 18% electric share in 2016, saw a decline over four years, then a recovery to 12% in 2022. Conversely, Europe has witnessed consistent growth in EV adoption among HDVs, exceeding an average of 2% in 2022, up from 1.4% in the previous year. The UK notably reached a high of 3.3% in 2022, doubling its 2021 figure. 

According to the IEA's Global EV Outlook, the 2022 sales figures included around 66,000 electric buses and 60,000 medium- and heavy-duty trucks sold globally, constituting roughly 4.5% of all bus sales and 1.2% of truck sales. China dominates this sector, accounting for 18% and 4% of its total bus and truck sales, respectively, and approximately 80% and 85% of these vehicles' global sales.  

Overall, electric truck sales remain low outside China, with cumulative sales in most countries numbering in the hundreds. In 2022, the European Union sold just under 2,000 electric trucks. Sales shares in medium- and heavy-duty segments generally stay below 1%, with some major shipping logistics companies conducting demonstrations of electric trucks for regional and long-haul operations. 

Source: Statzon/ IEA

Source: Statzon/ IEA

The Need for Higher Power Charging System 

The acceleration of electric HDVs is primarily hindered by the lack of mid-shift fast charging. According to the IEA STEPS projection, approximately 1.1 million zero-emission trucks and buses, including 130,000 tractor-trailers, are expected on the roads by 2030. These vehicles will rely on a mix of slow overnight charging, offering 50-150 kW, and ultra-fast charging exceeding 1 MW. 

Currently, most HDVs use depot charging, with capacities ranging from AC 22 kW to DC 150 kW chargers. However, to match the operational efficiency of diesel trucks and minimize waiting times, faster charging solutions are necessary. Research shows that most DC fast charging stations offer 250-350 kW, but the demands of regional and long-haul trucking in the United States and Europe will require charging powers above 350 kW, potentially up to 1 MW. This need is driven by regulatory break requirements: the European Union mandates a 45-minute break every 4.5 hours, while the U.S. requires a 30-minute break after 8 hours. This context highlights the critical need for advanced charging infrastructure to support the widespread adoption of electric trucks. 

ACEA, the European Automobile Manufacturers’ Association, believes that some 40,000 to 50,000 high-capacity public charging points will be needed across Europe by 2030 to enable comprehensive electrification of road goods transport. 

Development of Megawatt Charging System 

Responding to the urgent need for efficient and high-powered charging solutions for electric heavy-duty vehicles, the Megawatt Charging System (MCS) emerges as a game-changer in the industry. Designed to cater to the needs of large battery electric vehicles, the MCS offers an impressive charging rate of 3.75 megawatts (3,000 amps at 1,250 volts DC). Initiated by CharIN in 2018, this innovative system extends its utility beyond just trucks and buses to include marine and aeronautical applications, demonstrating its versatility in a range of high-power charging scenarios. 

In parallel to MCS, the ChaoJi charging project, initiated by the CHAdeMO Association and the China Electricity Council, has developed its own ultra-high-power standard, known as CHAdeMO 3.0. ChaoJi is designed to charge electric vehicles at up to 900 kilowatts, showcasing a significant presence and influence in the Chinese market. While MCS is focused on a broad range of heavy-duty applications with a higher power output, ChaoJi emphasizes compatibility with existing Chinese and global charging standards, indicating a more region-specific approach.

MCS distinguishes itself by offering a charging potential significantly greater than the current Combined Charging System (CCS), making it particularly suitable for time-sensitive operations. It is designed to align with the operational constraints of long-haul trucks and other commercial vehicles, ensuring minimal downtime. This feature is especially relevant in the European context, where a 45-minute mandatory break for drivers can be efficiently utilized for charging. Beyond just speed, MCS is also focused on enhancing the reliability of charging through improved communication systems, aiming to minimize the frequency of unsuccessful charging events. 

The realization of MCS, however, presents notable challenges, primarily in terms of the required investment for the establishment of 1 MW charging stations. These stations will demand substantial infrastructure upgrades and installations, as well as innovative solutions like on-site energy storage and solar integration to manage high energy demands. Planning for these high-power charging stations, particularly along busy highways, involves considerations for additional space to accommodate the extended charging duration of larger vehicles. The commercial rollout of this ultra-power charging system is expected in 2024. 

Megawatt Charging Stations Project

The EU’s Charging Infrastructure Masterplan highlights the growing need for such infrastructure. By 2030, it is estimated that trucks will require 279,000 charging points, with 84% of these in fleet hubs. The remaining will be fast-charging points along highways and public overnight charging points. For buses, about 56,000 charging points will be needed, with the majority again in fleet hubs. The MCS, with its high average charging speeds of 700 to 800 kW for trucks and buses, is anticipated to become the industry standard for fast public charging for commercial vehicles (CVs) by 2025. This shift could potentially reduce the number of public charging stations by around 70%, as MCS chargers would offer faster charging and higher utilization rates. 

Recent developments in MCS infrastructure further highlight its potential. Scania successfully tested an MCS from ABB E-Mobility with a next-generation electric truck, marking a critical step towards the future deployment of high-power chargers. The trial aims to demonstrate the technical feasibility of MCS, with ABB E-Mobility planning to launch the next version of the MCS technology in late 2024 or early 2025. Scania, targeting that 50% of all vehicles it sells annually by 2030 will be electric, sees MCS as a critical piece of the puzzle for future infrastructure. Notably, MCS is designed for a charging voltage of up to 1,250 volts and a current of 3,000 amperes, equating to a charging power of up to 3.75 megawatts. The standardized position of the charging port on vehicles is intended to simplify the layout of megawatt charging parks. 

Scania's recent successful test of ABB E-Mobility's MCS with a next-generation electric truck is a notable step in high-power charger deployment. Aiming for a late 2024 or early 2025 launch, this trial underscores the technical feasibility of MCS, aligning with Scania’s goal for 50% electric vehicle sales by 2030. Building on this momentum, companies like Kempower are also making significant strides in the MCS arena. 

Kempower's development focuses on a system that combines two 600 kW units for a 1.2 MW output, with a European launch targeted for early 2024. This initiative showcases the broader industry movement towards standardizing high-power charging solutions. In a similar vein, Tesla is pushing the boundaries of charging technology in the consumer EV market. 

Tesla's integration of 1 MW ultra-fast charging technology into its Cybertruck and Semi demonstrates the crossover potential of these innovations. Featuring new "immersion cooling technology," this advancement is set to enhance Tesla's Supercharger network, significantly expanding high-power charging capabilities for a wider range of electric vehicles. 

Swiss company, Designwerk, is joining the bandwagon with one of the latest MCS projects to date. The new “mega charging station”, as Designwerk refers to it in the announcement, relies on the latest Megawatt Charging System (MCS) standard. Buffer batteries, integrated into a large container, shall avoid peak loads and guarantee continuous megawatt charging. The 25-ton container contains batteries worth 1,800 kWh, coming from new productions or second-life projects. The unit connects to the power grid via CEE 125. The MCS output can deliver up to 2,100 kW of charging power (up to 3,000 amps at 500 to 900 volts). The charging system is designed for a charging voltage of up to 1,250 volts and a current of 3,000 amperes, which theoretically corresponds to a charging capacity of up to 3.75 megawatts.

What Would Happen to Hydrogen Trucks? 

While megawatt charging presents significant advancements for battery electric heavy-duty vehicles (BEVs), its impact on hydrogen fuel cell trucks (FCEVs) market is a growing debate. MCS's capacity to potentially reduce charging times for BEVs to as low as 12 to 15 minutes is revolutionizing the field, offering a viable alternative to the traditionally favored hydrogen trucks for their long-range capabilities and fast refueling times. 

In terms of range and efficiency, while FCEVs can offer up to 1000 km with liquid hydrogen storage and a longer fuel cell lifespan of up to 30,000 hours, BEVs are rapidly closing this gap with technological advancements. The cost comparison between these two types of vehicles also plays a crucial role, with battery electric trucks priced between USD 188,000 to USD 250,000 and fuel-cell trucks ranging from USD 240,000 to USD 288,000. The MCS, exceeding the current maximum capacity of 500 kilowatts by the Combined Charging System (CCS), is particularly crucial for long-haul electric trucks that require a charging power of 550 to 1,000 kilowatts within a legally mandated 45-minute break. 

Experts have suggested that the advancements in BEV technology might diminish the need for hydrogen trucks. FCEVs, despite their benefits, face challenges such as lower efficiency and higher operational costs per mile compared to BEVs. The choice between BEVs and FCEVs will likely hinge on the specific requirements of the trucking industry and the evolving capabilities of these technologies, especially as advancements in battery technology continue to progress. 

Building Electric Truck Charging Networks

The development of charging infrastructure for HDVs is a complex and costly endeavor, projected to require an investment of around USD 450 billion by 2040. This investment is primarily driven by the need to support the growing fleet of BEV and FCEV trucks, with a significant portion likely allocated to China due to its large truck fleet. The roll-out of this infrastructure is crucial, as it directly impacts the operational efficiency and viability of HDVs.

In regions like the European Union, there is a concerted effort to build robust charging infrastructure, especially for trucks needing a minimum of 350 kW.  Supported by initiatives like the Connecting Europe Facility (CEF), the EU aims to deploy charging stations along key freight transport corridors. The Trans-European Transport Network (TEN-T) regulation further mandates the installation of charging stations for cars, vans, and trucks every 60 km on core networks by 2025, expanding to comprehensive networks by 2030. This structured approach is designed to integrate electric HDVs seamlessly into the EU’s transportation ecosystem.

The Fraunhofer Institute's study, conducted for ACEA, used GPS data from trucks operating across the EU to pinpoint critical truck stops for electric charging infrastructure. It revealed that just 10% of these stops see half of all truck visits, suggesting these locations as priorities for installing electric chargers. ACEA recommends these key stops be equipped with chargers by 2027. The study also categorized stops into short and long durations, affecting the type of charging solutions needed, such as the power output and charging time.

ACEA is also advocating for dedicated and ambitious targets for truck-specific infrastructure in each EU member state. The identified locations for the charging infrastructure rollout are evaluated based on criteria like available grid power and existing local initiatives. This study, one of the largest analyses of real-world data, examined around 30,000 aggregated truck stop locations based on the logistics activity of 400,000 trucks over a year.

Contrastingly, China’s strategy for electrifying its HDV fleet is a bit different, focusing less on traditional charging infrastructure and more on battery swapping as a viable alternative. Despite having over 5 million public charging stations for electric cars, China does not have national plans for similar infrastructure for HDVs on highways. Instead, battery swapping is seen as a fast track to deployment due to its advantages like shorter charging times and guaranteed battery lifecycles. The process can be completed in as little as 2-5 minutes, with batteries maintained by professionals to optimize operation for health and safety. This approach not only extends battery lifespan but also reduces costs and increases efficiency.

However, the lack of standardization in battery swapping, primarily because OEMs prefer to operate these services independently, poses challenges for the deployment of public battery swapping stations. They tend to be expensive, non-interoperable, and tailor-made for specific sites or routes. This model is mostly feasible for specific industries, such as waste collection, mine shuttles, and industrial transport, where the operational cost advantages and environmental mandates drive the adoption of electric trucks.

Sources: Statzon, ICCT report Charging Solutions for Batter Electric Truck, world-energy, SAE (1), SAE (2),  IEA Global EV Outlook 2023, Milence, chargedevs, Transport Topics, ACEA European EV Charging Infrastructure Masterplan, ACEA, electrive (1), electrice (2), electreck, intertraffic