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With the global transportation industry moving towards low-carbon and electrification, the demand for extremely high charging power for large equipment such as heavy transportation vehicles, ships, aircraft, and engineering machinery is becoming increasingly prominent. The Megawatt Charging System (MCS), with a charging power of up to 3.75 MW, has become a key technology driving electrification in the aforementioned fields. MCS can not only significantly shorten charging time, but also meet the needs of heavy-duty and high-frequency operation scenarios, which is an important support for achieving green energy transformation.
The battery capacity of large vehicles is often tens of times that of passenger cars, and traditional charging methods are difficult to meet the fast energy replenishment of large mechanical equipment. Therefore, compared to the European CCS standard DC charging, its charging power requirement ideally needs to be increased by 10-15 times (see Figure 1). MCS can currently charge heavy-duty vehicle batteries to 80% SOC in 45 minutes by increasing the charging voltage and current, which requires a maximum power of 3.75 MW and is also in line with the statutory rest time for long-distance driving.
Compared with GB/T, CHAdeMO, CCS, and NACS standards, MCS achieves a charging time reduction of 4.2 to 15 times. On a technical level, MCS originates from CCS, but there are significant differences between the two in certain aspects:
Charging interface and low-level communication
The MCS interface defined by IEC TS 63379 is capable of transmitting up to 3000A current and supporting 1250V voltage, with mandatory liquid cooling required for the highest power scenarios.
The MCS low-level communication standard is IEC 61851-23-3 (expected to be released in 2026). Controlling the pilot pin in MCS is called Charge Enable (CE), which uses 5V DC voltage and no PWM. Similar to the PP pin in CCS, MCS uses 5V DC for insertion detection (ID), which can also provide 12/24V power supply for auxiliary electrical equipment.
1. High level communication: 10BASE-T1S Multipoint communication
High level communication is based on ISO 15118-20, and its amendment 1 (ISO 15118-20 Amd-1) introduces additional service IDs for MCS. The communication structure is similar to CCS, using TLS, TCP/IP, Ethernet, but the physical layer adopts 10BASE-T1S specified in ISO 15118-10. 10BASE-T1S is a single twisted pair Ethernet, with a bandwidth of 10Mbps half duplex, and adopts differential Manchester coding (DME) based on IEEE 802.3cg specification. MCS high-level communication does not require power line carrier communication (PLC), nor does it require SLAC (signal level attenuation characteristic) process for detecting connection status.
2. PLCA communication mechanism
Unlike the point-to-point communication of standard Ethernet, 10BASE-T1 supports multi-point connectivity and Physical Layer Collision Avoidance (PLCA) mechanism. Its EVSE infrastructure serves as a coordinator, assigning node ID 0 and EV electric vehicle ID 1 (Drop Node 1). According to ISO 15118-10, the communication bus can support up to 6 additional nodes (Drop Nodes), such as transmitting sensor data, current, temperature, and other information of the plug and socket. PLCA can further optimize the communication process, improve the efficiency of data transmission between multiple nodes, and ensure the synchronization and safety of information in each link of the charging process.
MCS development and testing
Although the standardization of MCS has not yet been completed, the development of charging systems for vehicle manufacturers and infrastructure has already begun. Early stage simulation and testing can help prevent design errors, reduce correction time, and lower costs.
The MCS simulation testing solution developed by Vector covers EVCC/SEC desktop level functional and communication development testing, consistency and interoperability testing, megawatt level performance power testing, and EV/EVSE real vehicle and pile data collection and analysis, meeting the application scenarios of engineers in different dimensions (Figure 4).
An EV/EVSE analysis, simulation, and testing software platform that meets the protocols of MCS/CCS/OCPP/GBT/CHAdeMO in various regions.
It is a secure communication module embedded in the software, supporting TLS 1.2/1.3 encryption, PnC security certificate templates, and supporting Subject trusted root interconnect authentication.
The new generation intelligent charging board provides CCS (PLC)/MCS hardware guidance circuit simulation, and also supports physical layer fault simulation.
The communication interface card supports 10BASE-T1S, enabling MCS high-level communication and MultiDrop multi-point connection.
A test bench with a maximum charging power of 3.84MW and 1500V can be provided, which includes a 180kW main control module and additional power racks for expansion.
Provide a standard ISO 15118 test case library and source code environment (vTESTstudio), allowing testers to quickly implement custom test sequences beyond standardization.
As the core technology of heavy transportation electrification, MCS’s standardization, reliability, and flexibility will directly affect the development process of the industry. In the future, with the continuous improvement of standards and upgrading of testing tools, MCS is expected to be widely applied in logistics, ports, aviation, and engineering machinery fields.
By utilizing appropriate development, simulation, and testing tools, the complexity and potential risks of the system can be addressed. The system provided by Vector has high flexibility and scalability, including performance testing at the maximum charging power specified by MCS, while the toolchain seamlessly covers other charging standards, better covering the needs of different projects. Vector also participates in relevant standardization committees and quickly adjusts solutions to adapt to the latest MCS standardization process.
Post time: Sep-21-2026
