IN Brief:
- Allye Energy has upgraded its MAX300 battery storage platform for depot and fleet charging applications.
- The system supports up to 400kW DC fast charging with more than 300kWh of usable battery storage.
- The product targets sites where charging demand is increasing faster than available grid connection capacity.
Allye Energy has upgraded its MAX300 battery energy storage system for depot electrification, adding support for up to 400kW DC fast charging from a mobile storage platform with more than 300kWh of usable capacity.
The system is designed for fleet operators that need to increase charging output without waiting for full distribution network upgrades. By combining battery storage with integrated DC charging capability, the platform can deliver higher-power charging behind constrained grid connections.
The upgraded MAX300 can be used in fixed or mobile applications across depots, commercial fleets, temporary charging hubs, logistics yards, and sites where electrical capacity is limited. The product builds on second-life battery architecture and is intended to support staged fleet electrification where connection reinforcement may take longer than vehicle deployment.
Higher charging power reduces vehicle dwell-time pressure, while local storage can smooth demand peaks and reduce the immediate requirement for major electrical infrastructure upgrades. That combination is becoming more relevant as fleets move from pilot vehicles into larger electric van and truck deployments.
Product details are available through Allye’s MAX300 platform page.
Depot charging quickly becomes a site electrical design problem rather than a charger procurement exercise. A small number of low-power charge points can often sit within an existing supply, but larger fleet deployments concentrate load into predictable charging windows. Shift changes, overnight charging, vehicle utilisation, and route schedules can all push peak demand above available capacity, even where daily energy use remains manageable.
Battery-supported charging separates grid import from vehicle charging output. The grid connection can charge the battery gradually, while the battery supplies higher output to vehicles when required. That approach still needs detailed design around protection, ventilation, fire safety, metering, load control, maintenance access, and installation standards, but it gives constrained sites a route to add charging capacity without immediately resizing the whole connection.
Communication and control are becoming central to that architecture. Versinetic’s work on expanded ISO 15118 EV charging support reflects the shift from standalone charging hardware toward interoperable, managed, and secure charging systems. At depot scale, those same principles sit alongside battery dispatch, load scheduling, and site energy management.
Storage also changes how the charging system interacts with the wider building electrical installation. It can reduce maximum import, support timed charging, and allow energy management systems to prioritise vehicles by departure schedule, route length, or operational need. Where solar PV is installed on site, storage can increase self-consumption and reduce exposure to peak tariff periods.
Grid reinforcement will still be required for many high-demand locations. Large logistics depots, bus garages, and HGV charging hubs may ultimately need new transformers, upgraded service connections, switchgear changes, and upstream network work. Battery systems can, however, act as an intermediate layer, allowing charging demand to grow before full reinforcement is completed.
The MAX300 upgrade fits a more modular approach to fleet electrification. Operators can combine storage-backed charging, managed demand, staged vehicle deployment, and later network upgrades instead of treating every constrained depot as a full reinforcement project from day one. As commercial EV adoption scales, that type of phased electrical design is likely to become a regular feature of depot planning.
