Megawatt charging as a game changer? In an interview with Torben Maier, Head of Sales & Customer Service Charging Technology from Designwerk Technologies, we discuss the particular challenges involved in the electrification of heavy goods vehicles.
Among other things, Maier explains the role of large batteries, the importance of an efficient charging infrastructure and why battery-electric drives are preferred over hydrogen.
The problems are similar to those we had with passenger cars a few years ago. There is still a lot of uncertainty, especially when it comes to scientific facts. However, the biggest issue with heavy goods vehicles is the size of the batteries and the weight of the trucks. We're talking about vehicles that weigh over 40 tons and batteries that are ten times larger than those in passenger cars. These are completely different dimensions, but we can see that many of the challenges are repeating themselves.
Yes, we have to divide it into two categories. On the one hand, there are vehicles that drive the same routes every day and arrive back at their starting point in the evening, where they can be recharged overnight. On the other hand, there are the long-distance trucks that drive through Europe and have to recharge at rest areas or logistics centers. The range depends heavily on the weight of the load. With heavy loads, the range naturally decreases, but we have the solutions to overcome these challenges.
We are already familiar with the hydrogen argument from the discussion about cars. It is now clear that hydrogen will not play a role in passenger cars - it is simply not efficient enough. We are also seeing a similar situation in heavy goods vehicles. Large manufacturers such as Daimler are increasingly focusing on battery-electric trucks, as hydrogen is less cost-efficient and less effective. Hydrogen is more likely to be used in areas such as shipping, aviation or the steel industry.
Megawatt charging is particularly interesting for logistics companies that work in shifts and need to charge their vehicles quickly during the prescribed breaks or shift changes. The idea is that trucks can be fully charged in 20 to 30 minutes. This requires high power - we are talking about up to one megawatt or more. This requires special cables and a correspondingly strong supply line.
That depends on the situation on site. If the trucks can be charged overnight, a lower charging capacity is often sufficient. However, higher outputs are required for vehicles operating in shifts or on long journeys. It often turns out that the energy infrastructure on site is not sufficient to provide such high outputs. We have therefore developed solutions in which batteries serve as intermediate storage to provide the necessary energy.
We developed a container solution that provides its own energy source. Batteries are installed in this container that can be charged, when the e-trucks are in use. This means that the trucks can be charged quickly without the need for expensive grid reinforcement. The system can also be combined with photovoltaic systems to cover energy requirements even more sustainably. In this case, the system is supplied with energy during the hours of sunshine, the electricity is stored in the Mega Charger batteries and is then available at night or at shift changes. You can think of it as an oversized power bank.
Yes, the batteries in the truck also need to be cooled and heated, especially with the high currents that flow during megawatt charging. This requires good temperature control so that the battery is not damaged. Compared to car batteries, however, the batteries in trucks are larger and more robust, which is why they can withstand high charging power better.
We currently use the CCS standard, which is widely used for cars. However, the megawatt charging standard (MCS) is being introduced for trucks. The hardware has already been defined and we are delivering the first charging stations with the new plug. What still needs to be finalized is the communication protocol between the truck and the charging station. As soon as this has been approved, our charging stations will be able to communicate with all trucks without any problems.
I think the electrification of heavy goods transport will be based on battery-electric solutions in the medium term. There are many exciting research projects on new battery technologies such as solid-state or salt batteries, but it will be a while before these are ready for the market. For the charging infrastructure, I expect the megawatt standard to become established. As far as concepts such as overhead lines for trucks are concerned, I am skeptical. I think that classic charging processes at rest areas and logistics centers will prevail.
