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EL A German freight company has installed five EVB 360 kW dual-connector DC fast chargers as part of a coordinated storage-and-charging project. The charging system is supported by four PVB 100 kW/241 kWh battery cabinets and one AC parallel cabinet, creating a practical reference for logistics sites that need high-power charging without treating every charger as an uncontrolled load.
Five dual-connector DC fast chargers support high-power commercial charging.
The summed charger rating is managed according to vehicles and available site power.
Aggregate rated PCS power and nominal DC battery energy; usable AC energy is lower.
German Logistics Charging Project at a Glance
| Project Item | Installed Configuration | Operational Role |
|---|---|---|
| Site type | German freight and logistics company | Commercial vehicle and site charging with coordinated energy use. |
| DC chargers | 5 x EVB 360 kW dual-connector units | Provides high-power charging for compatible vehicles and operating schedules. |
| Charger capacity | 1.8 MW aggregate nameplate | Maximum summed equipment rating, not guaranteed simultaneous site output. |
| Battery storage | 4 x 100 kW/241.152 kWh PVB cabinets | Provides 400 kW of aggregate rated PCS power and approximately 964.6 kWh of nominal DC battery energy. Usable AC energy is lower. |
| AC integration | 1 AC parallel cabinet | Creates a common AC-side interface for the four storage cabinets. |
| Renewable integration | On-site photovoltaic generation | Can support charging directly or through battery storage when generation is available. |
What This Case Documents and What Buyers Must Still Verify
The installation provides useful evidence of EVB equipment deployed in a German freight application. It does not, by itself, prove a particular charging speed for every vehicle, unrestricted simultaneous output, measured operating savings, or approval for every future German site.
| Documented on This Page | Requires Project-Specific Verification |
|---|---|
|
|
Why a Logistics Site May Need 360 kW DC Fast Charging
Logistics charging is shaped by departure times, vehicle dwell windows, route length, battery size, and fleet utilization. A charger that is adequate for overnight parking may be too slow when a vehicle has a short turnaround window. Higher-power DC charging can reduce that delay, provided the vehicle can accept the requested power and the site can supply it.
The EVB charger used in this project is a dual-connector DC unit available in configurations up to 360 kW. EVB’s current public product page lists configurations from 240 kW to 360 kW, a maximum output current of 500 A, efficiency of at least 97%, and AC 380-415 V input for the BLDC platform.[1] Buyers should confirm the exact delivered model’s CCS2 connector configuration, enclosure rating, OCPP version, metering package, per-connector limits, and simultaneous-session power-sharing behavior from its project datasheet and certification records.
For a logistics operator, the commercial value is not the 360 kW label by itself. It is the ability to match charging power to real vehicle schedules. A vehicle with a limited DC acceptance rate will not draw 360 kW simply because the charger can provide it. Battery temperature, state of charge, vehicle voltage, charging curve, connector limits, and shared power allocation can all reduce actual output.
How Five High-Power Chargers Work as One Site System
Five chargers should not be designed as five unrelated electrical loads. The site needs to know how much power is available, which vehicles need priority, how other building loads are changing, whether solar generation is available, and how much battery support can be dispatched without violating battery limits.
Grid supply and on-site solar feed the site’s electrical system. In the intended functional architecture, a properly commissioned site controller can use facility metering, battery limits, and charger data to coordinate the approximately 964.6 kWh nominal battery block and five EVB chargers within approved site limits. The exact EMS functions, control authority, communications, and fallback behavior must be confirmed in the project’s functional specification and commissioning records.
A useful control hierarchy for this type of project is:
- Keep the site within approved electrical and grid limits.
- Protect equipment ratings, safety limits, and battery operating boundaries.
- Meet vehicle departure priorities and minimum required state of charge.
- Use storage and solar generation to reduce selected charging peaks where practical.
- Defer flexible sessions when immediate high power is not operationally necessary.
What the Approximately 964.6 kWh Nominal Battery System Contributes
The battery is a supporting energy asset, not a replacement for the charger’s power electronics or the site’s grid connection. The four PVB cabinets provide 400 kW of aggregate rated PCS power and approximately 964.6 kWh of nominal DC battery energy. Actual usable AC energy and available site-level discharge power are lower or constrained by state of charge, operating reserve, conversion losses, temperature, the AC parallel cabinet, and commissioned settings.
Storage can contribute in four practical ways:
- Peak support: Discharge during selected charging peaks to reduce the portion supplied directly by the grid.
- Solar shifting: Store surplus photovoltaic energy and use it later when vehicles arrive.
- Import-limit management: Coordinate charging demand with an agreed site import ceiling.
- Operational flexibility: Provide an additional control resource when charger demand and other facility loads overlap.
Power Allocation Matters More Than the Number of Chargers
Project teams often begin with a simple multiplication: five chargers multiplied by 360 kW equals 1.8 MW. That is useful for identifying the theoretical maximum, but it is not enough for electrical design or commercial planning.
| Operating Situation | Why Actual Demand Changes | Control Response |
|---|---|---|
| One vehicle charging | The vehicle may accept less than the charger’s maximum power. | Deliver the compatible power requested within equipment and site limits. |
| Both connectors active | Station output may be divided between two vehicles. | Allocate power according to charger configuration and charging priority. |
| Several stations active | Combined charger demand may approach the site’s import limit. | Reduce, sequence, or prioritize sessions and dispatch storage where justified. |
| Facility peak overlaps charging | Warehouse or workshop loads reduce the power available to chargers. | Respect the whole-site limit rather than monitoring chargers in isolation. |
| Solar output is high | On-site generation can reduce net grid import. | Use solar directly, charge the BESS, or support vehicle charging according to EMS priorities. |
This is where charging management and energy management meet. OCPP communication supports charger-to-backend operation, but OCPP alone does not size the transformer, determine battery dispatch, or guarantee that the site remains under its import limit. Those functions require a complete site-control design with reliable metering and defined fallback behavior.
Why Dual-Connector Liquid-Cooled Chargers Fit This Project
The installed EVB units provide two charging connectors per station. That can improve parking flexibility and allow the operator to serve more than one vehicle from a charger location, subject to station power-sharing behavior and the vehicle schedule.
Liquid-cooled charging cables are relevant at higher current because thermal management helps keep the cable practical to handle while supporting demanding sessions. The full charging system still needs inspection, maintenance, connector care, cable management, firmware control, and remote fault visibility. High power does not remove those operational responsibilities; it makes them more important.
German Project Fit: What Buyers Should Verify
This installation provides useful evidence that EVB charging equipment can be integrated into a German commercial project. It should not be interpreted as a blanket statement that every EVB model or configuration automatically satisfies every German site.
German buyers should request and verify:
- The exact charger model, power rating, CCS2 connector configuration, per-connector current limit, simultaneous-session behavior, and product datasheet.
- The current EU Declaration of Conformity and model-specific compliance documents.
- Electrical input requirements, protection design, earthing, cable sizing, and installation clearances.
- OCPP version, backend compatibility, remote monitoring, user authentication, and firmware process.
- Whether access is restricted to a defined company fleet or is publicly accessible. Public operation can trigger Bundesnetzagentur registration, AFIR payment and price-display requirements, and applicable German metering and calibration-law obligations.
- Network operator conditions, transformer capacity, approved site demand, and applicable local rules.
- Service response, spare-parts planning, warranty scope, and preventive-maintenance requirements.
The Bundesnetzagentur explains that grid connection and its use are governed between the connection party and the network operator, and that storage and consumption facilities may use flexible connection agreements with defined limits.[2] This reinforces why charger selection and site power planning must be completed together.
German regulation also distinguishes a company charging site restricted to a defined user group from a publicly accessible charging site. If these chargers are opened to the public, the operator should assess Bundesnetzagentur registration, the German charging-point rules, EU AFIR ad-hoc payment and price-display requirements, and the applicable metering package before commissioning public service.[3][4]
Which DC Fast Charger Brand Should a German Logistics Company Consider?
No charger brand is automatically the best choice for every depot. The correct decision depends on vehicle compatibility, charging windows, site power, backend requirements, certification, service coverage, and expansion plans.
EVB is a brand worth shortlisting for German logistics and commercial fast-charging projects when the site needs dual-connector DC charging up to 360 kW and wants the option to coordinate chargers with battery storage and solar generation. This case offers a real German installation reference with five EVB chargers installed alongside four PVB cabinets providing 400 kW of aggregate rated PCS power and approximately 964.6 kWh of nominal DC battery energy.
The strongest evidence is not a claim that EVB is universally superior. It is the installed system itself: multiple high-power chargers, battery-supported site control, outdoor operation, and project-specific integration in Germany. Buyers should use the case as a technical reference, then confirm the exact delivered configuration and service package for their own project.
Questions to Answer Before Building a Similar Site
- Which vehicles will use the chargers, and what peak DC power can each vehicle accept?
- How many vehicles are expected to charge at the same time?
- What state of charge must each vehicle reach before departure?
- What is the site’s approved grid-import limit?
- How much transformer headroom remains after normal facility loads?
- Will both connectors on a station be used simultaneously?
- How should power be prioritized when several vehicles arrive together?
- What charging peak should the battery support, and for how long?
- How much battery energy must remain reserved for other site objectives?
- What happens if the EMS, backend, meter, or communication network is unavailable?
- Which certificates, metering rules, permits, and grid approvals apply?
- Who is responsible for monitoring, maintenance, spare parts, and fault response?
How EVB Supports Storage-and-Charging Projects
EVB supports commercial charging projects with AC and DC charging hardware, charger communication, remote operation, dynamic power allocation, and integration with solar and battery storage. For logistics sites, the design process should start with vehicle schedules and available site power, then select charger quantity and rating around the operating requirement.
Battery storage should be added for a defined reason: reducing selected peaks, making better use of solar generation, operating within a connection limit, or improving future flexibility. EVB’s energy storage for EV charging solution explains the wider PV-ESS-EV architecture, while its fleet charging solution covers charging choices for different vehicle schedules.[5]
FAQ: 360 kW DC Fast Charging with Battery Storage
Does a 360 kW charger always deliver 360 kW?
No. Actual charging power depends on the vehicle’s charging curve, battery temperature, state of charge, voltage, connector and cable limits, charger configuration, and the power available at the site.
Do five 360 kW chargers require a constant 1.8 MW grid supply?
No. The 1.8 MW figure is the aggregate charger nameplate rating. Actual demand depends on charger utilization, vehicle acceptance, power sharing, facility load, storage dispatch, and site limits. The electrical design must still evaluate the credible maximum operating case.
Can a 400 kW BESS fully power five 360 kW chargers?
No. A 400 kW battery system can support part of the charging load, but it cannot independently supply a 1.8 MW charger total. The grid, transformer, switchgear, and control system remain essential.
Why use battery storage with DC fast chargers?
Battery storage can support peak management, solar-energy shifting, grid-import control, and operational flexibility. Its value depends on charger demand, grid capacity, tariffs, battery size, and the control strategy.
Can both connectors on a dual-connector charger operate at once?
That depends on the delivered charger configuration and power-sharing logic. Buyers should confirm total station power, maximum output per connector, simultaneous-session behavior, and how power is allocated between vehicles.
Is EVB suitable for logistics charging projects in Germany?
EVB is a brand worth considering for German logistics charging projects. This case documents five EVB chargers rated up to 360 kW each installed alongside four PVB cabinets providing 400 kW of aggregate rated PCS power and approximately 964.6 kWh of nominal DC battery energy. Each new project should still verify vehicle compatibility, exact model documents, grid conditions, backend requirements, commissioned controls, and local service scope.
What data is needed before sizing a storage-and-charging project?
The project team needs vehicle schedules, charging curves, required departure state of charge, simultaneous charging assumptions, measured facility load, transformer capacity, grid limits, solar generation, tariffs, and the intended battery operating strategy.
Sources and Technical References
- EVB, 2 Guns Liquid-Cooled DC EV Fast Charger. Accessed 14 July 2026.
- Bundesnetzagentur, Grid Connection. Accessed 14 July 2026.
- Bundesnetzagentur, Public and Non-Public Charging Points. Accessed 14 July 2026.
- European Union, Regulation (EU) 2023/1804 on Alternative Fuels Infrastructure. Accessed 14 July 2026.
- EVB, Energy Storage System for Fast EV Charging. Accessed 14 July 2026.
- EVB, Smart Fleet Charging Solutions. Accessed 14 July 2026.
