The first phase of the DC Megacharger project established the technological foundation for a new era of ultra-fast, multi-megawatt charging infrastructure. The goal of Phase 1 was to develop and validate the core concept using advanced hardware-in-the-loop (HIL) methodologies, demonstrating functionality in a controlled laboratory environment prior to field implementation. Phase 1 marked the groundwork for the real-world rollout of DC Megacharger technology and paved the way for a carbon-neutral future in Europe's heavy transport sector.

Key objectives of Phase 1

• Defining grid-side parameters crucial for connecting the charger directly to the medium-voltage distribution grid (20 kV / 50 Hz), to ensure grid compatibility and operational stability

• Specifying vehicle-side requirements to accommodate diverse heavy-duty electric vehicles, including trucks, buses, and vans, with varying charging needs

• Establishing requirements for the direct integration of renewable energy sources (RES), aiming to minimize the carbon footprint and enhance system sustainability

• Designing a solution for direct medium-voltage grid operation to eliminate the need for low-voltage intermediaries and maximize system efficiency

• Identifying up to two topologically distinct architectures for the multi-megawatt charger (≥ 2 MW), optimized for:

  • High energy and cost efficiency

  • Compact power density

  • Flexibility and modular scalability

  • Simplified system architecture

• Developing dedicated control strategies, including intelligent charging concepts that optimize grid interaction, energy flow, and vehicle demand management

• Defining standardized interfaces for RES integration, to ensure seamless interoperability with existing and future energy systems

• Outlining communication protocols to enable reliable data exchange with distribution grid operators and support grid-responsive charging behavior

• Demonstrating a scaled-down prototype through hardware-in-the-loop simulation to showcase the functionality of the selected topology and validate its scalability for full deployment

Building on the validated concepts from Phase 1, Phase 2 of the DC Megacharger project focuses on deploying a fast charging system with a power output of several megawatts in low voltage. This stage marks the transition from the laboratory to the field, enabling the first operational implementation of the technology.

The full-scale demonstrator is designed using the topologies, control strategies, and system interfaces developed in Phase 1. Additionally, Phase 2 expands the project scope through a comprehensive geographical analysis combining traffic flow data and electricity grid capacity to identify optimal locations and deployment strategies.

Key objectives of Phase 2

Deployment of a full-scale DC Megacharger prototype, demonstrating real-world performance, scalability, and reliability

• Validation of interoperability with electric heavy-duty vehicles, renewable energy sources, and grid infrastructure under operational conditions

• Geospatial analysis combining transport corridors and grid availability, ensuring that charging infrastructure is both technically feasible and strategically located

• Assessment of long-term impacts on grid stability, fleet electrification, and emission reduction goals

‍Phase 2 represents a decisive step toward market readiness, translating groundbreaking research into tangible infrastructure that supports Europe's transition to zero-emission heavy transport.

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The third project phase (in preparation) focuses on:

The development of a high-power medium-voltage rectifier stage

“Fast charging a truck requires 1–4 megawatts of power. Providing this high power can be a challenge for the grid. Therefore, in the project we are working with selected partners who have the technological know-how to develop a multi-megawatt fast-charging station with direct medium-voltage grid connection as well as grid-stabilizing features. In the future, these charging columns should enable either a fast charge of 4 megawatts or multiple charges of 150 kilowatts, which corresponds to the needs of around 20 passenger cars,” explains Markus Makoschitz, Project Manager and Principal Scientist at the AIT Austrian Institute of Technology.