An electric powered-truck manual forecasts that the Megawatt Charging Common (MCS), which was only formalised final summer, will open the door for new electrical large rigs at the expense of hydrogen gas-cell vans.

Rustam Kocher, a former Charging Infrastructure Direct at Daimler Vehicles North America and now a marketing consultant, stated in a recent interview with Billed EVs that enthusiasm for hydrogen fuel-cell passenger vehicles has largely performed out, and megawatt charging will do the same thing for gas-mobile trucks. Kocher made these comments in response to a question about whether or not megawatt charging will do the same thing for gas-mobile trucks.

Kocher is not in favour of hydrogen, arguing that its primary objective is to be “a way that the oil and fuel industry can stay pertinent.” Kocher pointed out that hydrogen may make use of the know-how that is utilised in the fossil-fuel sector given that hydrogen can be pushed by means of pipelines and stored in tanks like oil and natural petrol. Nevertheless, Kocher stated that hydrogen petrol cells are less cost-effective than batteries and are “extremely costly.”

Island automobiles manufactured by Daimler that are powered by electricity The United States of America and PGE-Portland OR

According to Kocher, “Large Oil’s got a great deal of means and funds to force this narrative” about the promise of hydrogen. However, he believes that megawatt charging will “set a bullet in hydrogen” by matching its quick refuelling time. This is the one possible advantage that he sees hydrogen having, in his opinion.

He explained, “With MCS, it is possible for it to be the same velocity.” In point of fact, it is possible that it will be quicker; therefore, hydrogen can go pound salt.

MCS was first presented in the summer of 2016, and at the time, it was reported that it would provide a “reasonable” cost time for commercial vehicles in Classes 6, 7, and 8. It is anticipated that these cars would employ really large battery packs, which will call for a great deal far more power for rapid charging than the 350 kw that is presently the highest end for the Blended Charging Standard (CCS) that is utilised by passenger vehicles. These automobiles will use the CCS.

Daimler Vans North is where Electric Island is located. Usa and PGE, located in Portland, Oregon

MCS intends to deliver rapid charging as part of a package that, much like CCS, will make it possible for charging stations to be compatible with vehicles manufactured by a variety of different companies. Even Tesla, which had its own approach to rapidly charge passenger vehicles, has validated megawatt charging technology for both the Cybertruck and the Semi, but the company has not agreed to make use of the bulky MCS connector.

Having said that, the megawatt charging stations for vehicles present more persistent challenges for siting than those people designed for passenger vehicles, simply because they require not only to make space for larger vehicles but also be at a place in the grid that can support a power stage of 10 MW or more. This is a challenge that is not present for the charging stations designed for passenger vehicles.

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The Portland’s Electric powered Island facility, which was developed by Daimler Vehicles North America (Kocher’s former employer) and the utility Portland Normal Electric, is one of the earliest of these types of stations. The electrical truck stop that is now being developed by startup WattEV in Bakersfield, California, with the goal of achieving 40 charging stalls and 25 MW of photo voltaic-supplied charging, could serve as a different kind of model.

However, the fact that companies like Daimler Trucks, which have been vocal supporters of MCS, are simultaneously investing in hydrogen fueling may be even more perplexing to some. Therefore, it is fair to state that the conflict over these technologies is not yet being fought everywhere around about.