Vector Informatik GmbH’s Peter Guse explores MCS and bidirectional power transfer
21/10/2024
As the world accelerates towards widespread electric vehicle (EV) adoption, a crucial aspect of this transition is how to efficiently manage the charging infrastructure.
Vector Informatik GmbH is best known for its automotive software but has increasingly focused on the fast-growing EV sector. Peter Guse, senior manager business development at Vector, recently discussed the company’s ambitions and its role in advancing charging technology like the Megawatt Charging System (MCS) and bidirectional power transfer.
Vector's fast growing EV focus
Although Vector Informatik GmbH, headquartered in Germany, primarily deals in automotive software, with sales reaching a billion euros annually, it’s the company’s smaller yet rapidly growing EV infrastructure division that’s drawing attention. “We started focusing on charging infrastructure in 2019,” Guse explains. “It's the smallest part of Vector, but it’s growing the fastest. Our expertise comes from developing software for charging electric vehicles on the vehicle side, and we now target infrastructure manufacturers and operators.”
Vector’s core business may be in providing software stacks and analytics tools for automotive customers, but the company’s expertise is proving invaluable in the EV charging ecosystem. Guse, an electrical engineer by training, is part of the business development team helping Vector build this new field of business, targeting both charging station manufacturers and charging station management systems.
The promise of megawatt charging
One of the most exciting advancements in EV charging is the Megawatt Charging System (MCS), a technology that could revolutionise long-haul commercial transportation. Guse describes MCS as essential for electrifying medium and heavy-duty trucks. “Megawatt Charging System means charging with 1,000 kilowatts or more. It requires new hardware—high-voltage connectors and cooled cables—to handle the immense energy transfer needed for large commercial vehicle batteries,” he explains.
Guse points out that the significance of MCS lies in its ability to charge trucks with 300 kWh batteries or more in under 45min. This level of power is crucial for long-haul trucks, which often operate on tight schedules, needing to charge quickly during loading and unloading or during mandatory rest breaks. “It’s a key enabler for electrifying heavy-duty commercial transportation,” Guse emphasises, noting that while trucks make up a small percentage of the vehicle population, they are responsible for a disproportionately large share of CO2 emissions due to their near-constant use.
When will we see MCS in action?
According to Guse, the widespread deployment of MCS is still a few years away. “We now have a standard for MCS, so manufacturers can start developing both the vehicles and the charging stations,” he says. However, the typical development timeline for vehicles and infrastructure means it could take “one to four years before we see significant numbers of MCS-capable trucks on the roads.”
That said, Guse highlights that the first pilot projects are already underway, with several stations along key European freight routes being equipped for MCS. “Some truck OEMs [original equipment manufacturers] have announced that they’ll be offering MCS-enabled vehicles as early as next year,” he adds.
The infrastructure challenge
Scaling MCS, however, will require significant investment in infrastructure. “Each MCS charging station will cost €100,000 or more, and that’s before you add in the cost of new transformers and medium-voltage grid access,” Guse explains. “We’re talking about millions of euros per charging location, which can slow down the rollout.”
For this reason, Guse believes the transition to electric trucks happens in phases, starting with lighter commercial vehicles, which can already use passenger car charging infrastructure. The next phase involves electrifying bus depots and truck charging facilities, which will require new transformer stations and medium-voltage access points. “Lead times for transformers are around one to one and a half years,” Guse says, highlighting the logistical challenges involved.
Bidirectional power transfer: a game-changer for the grid
Beyond simply charging vehicles, Vector is also exploring how EVs can become an integral part of the energy grid beyond smart charging through bidirectional power transfer. This technology allows vehicles to not only draw power from the grid but also feed it back, essentially turning them into mobile energy storage units.
“Bidirectional charging could stabilize the grid by storing excess energy when renewable sources like wind and solar are generating more power than is needed and then discharging that energy back into the grid when demand spikes,” Guse explains. While some fear that constantly charging and discharging vehicle batteries could degrade them, Guse clarifies that only a small portion of the battery’s capacity would be used for grid stabilization. “We’re talking about using 10% to 20% of the battery capacity, which won’t affect the vehicle’s primary use or significantly impact battery life.”
Collaborations and real-world applications
Vector is already working with transport operators and energy suppliers on pilot projects to test the potential of bidirectional charging. One area where it’s already being used is in public transport, where electric buses are charged strategically to stabilize the local grid. “We’ve been doing peak shaving—shifting the time of charging to when there’s excess grid capacity—for a few years now,” Guse notes.
Although bidirectional charging for passenger cars and commercial trucks is still in its early stages with some proprietary solutions, Guse says that Vector expects some automakers to release vehicles with this capability as early as next year. Additionally, Vector is ready to roll out “demand response” technology, which adjusts charging power based on fluctuating energy prices, a service Guse says is already commercially viable.
Looking beyond 2030
When asked about the future of EV charging, Guse says that by 2030, the company expects half of all new vehicles to be electric, and bidirectional charging to extend beyond fleets and public transport to private households. “We envision a future where private homes with solar panels on the roof can use their EVs as a battery,” he says. “In this scenario, households could store excess solar energy in their cars during the day and use it in the evening when demand is higher, reducing their reliance on the grid.”
The idea of using EVs for energy storage is part of a larger shift in how electricity is generated and consumed. “We’re moving from planned, centralised power generation to decentralized, renewable sources like wind and solar, which are uncontrollable,” Guse notes. “EVs can play a critical role in balancing this system by becoming both controllable consumers and suppliers of energy.”
Fabian Eisele, Product Manager at Vector Informatik GmbH will be presenting ' Bidirectional Charging: improving the stability and sustainability of the grid’ at the UK Charging Infrastructure Symposium (10:15 – 10:45, 5 November) Conference room 1. CLICK HERE to book your delegate pass!
Vector's fast growing EV focus
Although Vector Informatik GmbH, headquartered in Germany, primarily deals in automotive software, with sales reaching a billion euros annually, it’s the company’s smaller yet rapidly growing EV infrastructure division that’s drawing attention. “We started focusing on charging infrastructure in 2019,” Guse explains. “It's the smallest part of Vector, but it’s growing the fastest. Our expertise comes from developing software for charging electric vehicles on the vehicle side, and we now target infrastructure manufacturers and operators.”
Vector’s core business may be in providing software stacks and analytics tools for automotive customers, but the company’s expertise is proving invaluable in the EV charging ecosystem. Guse, an electrical engineer by training, is part of the business development team helping Vector build this new field of business, targeting both charging station manufacturers and charging station management systems.
The promise of megawatt charging
One of the most exciting advancements in EV charging is the Megawatt Charging System (MCS), a technology that could revolutionise long-haul commercial transportation. Guse describes MCS as essential for electrifying medium and heavy-duty trucks. “Megawatt Charging System means charging with 1,000 kilowatts or more. It requires new hardware—high-voltage connectors and cooled cables—to handle the immense energy transfer needed for large commercial vehicle batteries,” he explains.
Guse points out that the significance of MCS lies in its ability to charge trucks with 300 kWh batteries or more in under 45min. This level of power is crucial for long-haul trucks, which often operate on tight schedules, needing to charge quickly during loading and unloading or during mandatory rest breaks. “It’s a key enabler for electrifying heavy-duty commercial transportation,” Guse emphasises, noting that while trucks make up a small percentage of the vehicle population, they are responsible for a disproportionately large share of CO2 emissions due to their near-constant use.
When will we see MCS in action?
According to Guse, the widespread deployment of MCS is still a few years away. “We now have a standard for MCS, so manufacturers can start developing both the vehicles and the charging stations,” he says. However, the typical development timeline for vehicles and infrastructure means it could take “one to four years before we see significant numbers of MCS-capable trucks on the roads.”
That said, Guse highlights that the first pilot projects are already underway, with several stations along key European freight routes being equipped for MCS. “Some truck OEMs [original equipment manufacturers] have announced that they’ll be offering MCS-enabled vehicles as early as next year,” he adds.
The infrastructure challenge
Scaling MCS, however, will require significant investment in infrastructure. “Each MCS charging station will cost €100,000 or more, and that’s before you add in the cost of new transformers and medium-voltage grid access,” Guse explains. “We’re talking about millions of euros per charging location, which can slow down the rollout.”
For this reason, Guse believes the transition to electric trucks happens in phases, starting with lighter commercial vehicles, which can already use passenger car charging infrastructure. The next phase involves electrifying bus depots and truck charging facilities, which will require new transformer stations and medium-voltage access points. “Lead times for transformers are around one to one and a half years,” Guse says, highlighting the logistical challenges involved.
Bidirectional power transfer: a game-changer for the grid
Beyond simply charging vehicles, Vector is also exploring how EVs can become an integral part of the energy grid beyond smart charging through bidirectional power transfer. This technology allows vehicles to not only draw power from the grid but also feed it back, essentially turning them into mobile energy storage units.
“Bidirectional charging could stabilize the grid by storing excess energy when renewable sources like wind and solar are generating more power than is needed and then discharging that energy back into the grid when demand spikes,” Guse explains. While some fear that constantly charging and discharging vehicle batteries could degrade them, Guse clarifies that only a small portion of the battery’s capacity would be used for grid stabilization. “We’re talking about using 10% to 20% of the battery capacity, which won’t affect the vehicle’s primary use or significantly impact battery life.”
Collaborations and real-world applications
Vector is already working with transport operators and energy suppliers on pilot projects to test the potential of bidirectional charging. One area where it’s already being used is in public transport, where electric buses are charged strategically to stabilize the local grid. “We’ve been doing peak shaving—shifting the time of charging to when there’s excess grid capacity—for a few years now,” Guse notes.
Although bidirectional charging for passenger cars and commercial trucks is still in its early stages with some proprietary solutions, Guse says that Vector expects some automakers to release vehicles with this capability as early as next year. Additionally, Vector is ready to roll out “demand response” technology, which adjusts charging power based on fluctuating energy prices, a service Guse says is already commercially viable.
Looking beyond 2030
When asked about the future of EV charging, Guse says that by 2030, the company expects half of all new vehicles to be electric, and bidirectional charging to extend beyond fleets and public transport to private households. “We envision a future where private homes with solar panels on the roof can use their EVs as a battery,” he says. “In this scenario, households could store excess solar energy in their cars during the day and use it in the evening when demand is higher, reducing their reliance on the grid.”
The idea of using EVs for energy storage is part of a larger shift in how electricity is generated and consumed. “We’re moving from planned, centralised power generation to decentralized, renewable sources like wind and solar, which are uncontrollable,” Guse notes. “EVs can play a critical role in balancing this system by becoming both controllable consumers and suppliers of energy.”
Fabian Eisele, Product Manager at Vector Informatik GmbH will be presenting ' Bidirectional Charging: improving the stability and sustainability of the grid’ at the UK Charging Infrastructure Symposium (10:15 – 10:45, 5 November) Conference room 1. CLICK HERE to book your delegate pass!