The full agenda — with receipts

Truck OEM strategy directly shapes depot and corridor charging demand curves — if Chinese entrants force price compression on BEV trucks, adoption could outpace planned MCS/CCS infrastructure rollout. Charging professionals should watch what Bain says about brand loyalty erosion: it signals whether fleets will diversify chargers and connector standards across more OEMs rather than consolidating around a few.

Connected vehicle intelligence platforms increasingly overlap with fleet telematics that charging networks rely on for scheduling and energy management. The open question: does Brigade's "connected intelligence" extend to charge-state or energy data, or is this purely a safety-adjacent play with no relevance to charging ops?

Not a technical session, but keynote framing here typically signals which themes (electrification, hydrogen, autonomy) the show organizers expect to dominate 2026 — worth a skim for the industry pulse, not for hard data.

This is the core session for the charging industry at IAA: CV electrification is stalling in places specifically because depot and public charging infrastructure hasn't kept pace with battery capacity growth. Key questions to listen for: whose numbers on charger utilization, standardization progress (MCS rollout status), and whether energy management is being treated as a bottleneck or an afterthought.

Near-field sensing is a vehicle safety topic, not a charging one, but it matters to charging site operators designing autonomous or semi-autonomous depot maneuvering and charger docking — the session should clarify whether MicroVision's tech has any charging-adjacent application (e.g., robotic connector alignment) or is purely ADAS.

Agentic AI in fleet operations could eventually automate charge scheduling, energy procurement, and route-charging optimization — the real question is whether this session addresses energy/charging use cases at all or stays confined to maintenance and uptime services.

Speaker unannounced; worth checking closer to the event since a C-level keynote at IAA often previews an OEM's electrification or charging infrastructure commitment.

McKinsey's framing of "competitiveness" in a zero-emission transition should surface hard numbers on where European truck OEMs are lagging on charging-compatible platforms versus Chinese and US rivals. Charging infrastructure planners should care about any TCO or infrastructure-readiness benchmarks presented, since fleet electrification pace hinges on both vehicle cost and charger availability.

A "refuels instead of recharges" framing suggests hydrogen fuel cells or battery-swap positioning against plug-in charging — charging professionals should listen for whether this is a direct competitive pitch against BEV charging infrastructure investment, and what range/uptime claims are used to make that case.

TCO models for BEV trucks live or die on charging cost assumptions — electricity pricing, depot vs. public charging mix, and downtime for charging directly offset diesel's fuel-cost advantage. This session matters because Deloitte's TCO framework will likely reveal what charging cost/utilization assumptions the industry is currently using to justify (or stall) BEV fleet conversion.

Electrified transport refrigeration units (eTRUs) add meaningful load to depot charging infrastructure and change the energy math for reefer fleets — charging professionals should care about whether this session quantifies the added kWh demand per truck and how that's being integrated into charger sizing and grid planning.

As a hydrogen-focused session, this represents the competing zero-emission pathway to battery-electric charging infrastructure — worth attending mainly to gauge how much political and capital momentum Germany's hydrogen centers are pulling away from BEV charging investment, and whether the framing is complementary (long-haul hydrogen, regional-haul BEV) or competitive.

Truck electrification lives or dies on charging infrastructure economics, not just vehicle TCO — and this panel puts a manufacturer (MAN), a shipper (DHL), a charging-solutions arm of an OEM group (TRATON) and a consultancy (BCG) in the same room to reconcile those views. Watch for concrete numbers on depot vs. public/megawatt charging split and who is expected to fund the buildout. Relevant to anyone sizing infrastructure investment against actual fleet adoption curves rather than announced targets.

Coming from a hypercharging hardware maker now pushing into heavy-duty, this keynote frames uptime and predictability as the real currency of freight electrification — a direct challenge to charge point operators still optimizing for utilization over reliability. Worth attending for how Alpitronic defines "certainty" technically: uptime SLAs, redundancy, or grid firmness.

EvolutionIQ targets the truck-trailer electrical interface — a less glamorous but critical layer as e-trailers, telematics and eventually trailer-side power demands multiply the number of electrical connections a fleet has to manage. Charging professionals should listen for whether this standardizes anything relevant to power distribution or diagnostics across mixed fleets, given Knorr-Bremse and SDCM's supplier-association backing.

Autonomous electric trucking removes the human driver from charging decisions entirely, pushing scheduling, routing and energy management fully into software — a real-world test case via Einride and Lidl's grocery delivery pilot. Anyone building smart-charging or fleet-orchestration tools should care about what operational constraints this partnership has actually hit.

A tier-one supplier keynote spanning software, powertrains and automated driving signals where Bosch expects margin and control to shift in commercial vehicles — charging infrastructure providers should watch for any stated position on energy/charging as part of that software stack, since suppliers this size can reshape standards by default.

Software-defined vehicle architecture determines whether charging, telematics and diagnostics run on open or closed ecosystems — with Vodafone (connectivity), Deloitte (strategy) and Mercedes-Benz Trucks (OEM) at the table, this session should clarify who controls the data layer that smart charging will eventually plug into. That governance question matters more to CPOs than the SDV buzzword itself.

Motor efficiency directly affects charging demand curves and dwell times, so axial flux technology's claimed gains matter to anyone modeling depot power requirements — the open question is how much efficiency Turntide is claiming versus incumbent radial-flux motors and at what cost or weight tradeoff.

No speakers listed yet, so the value of this session depends entirely on whether it goes beyond the SDV narrative to specifics: which OEMs, what timeline, and whether charging/energy management is treated as a core software function or bolted on afterward.

Volvo's multi-path strategy — combustion, electric and presumably hydrogen running in parallel — is the industry's hedge against uncertain infrastructure rollout, and it directly complicates charging network planning since demand won't concentrate on one powertrain. Infrastructure planners should listen for any signal on expected BEV truck volume shares by market, since that's the number that actually drives site investment.

Description gives no substantive detail beyond generic industry-transformation framing — worth attending only to see what specific Forvia technology or component strategy gets attached to that narrative, since the company's relevance to charging (if any) isn't stated.

Siemens explicitly framing charging as a systems problem — not just hardware — matters because grid connection, software and service layers are where most heavy-duty charging projects actually stall today, not the charger itself. The cited quadrupling of electric bus registrations since 2020 is the kind of adoption data that should be checked against what capacity utilities and depots are actually able to deliver.

Predictive diagnostics adjacent to charging matters because unplanned downtime — batteries, charging hardware, or drivetrain — is what actually kills fleet TCO cases for electrification. With only opening remarks listed, the real content and depth of Bosch's AI application here is still unclear.

A Ford-ZF pairing signals how OEMs and Tier 1 suppliers are aligning commercial vehicle electrification roadmaps with regulatory CO2 targets. Charging professionals should listen for concrete timelines on BEV truck ramp-up and any hints on charging power/architecture requirements these platforms will demand.

A cluster of Korean hardware and materials startups (composites, AI, IoT) suggests supply-chain innovation feeding into next-gen charging and vehicle components. With no public agenda yet, the open question is whether any of these six companies touch charging connectors, thermal materials, or power electronics relevant to DC fast charging.

Bosch, Volvo, Kodiak and BCG on stage together means this is a serious industry checkpoint on Level 4 trucking, not a vendor pitch. For charging operators, autonomous fleets change everything about depot design, dwell-time charging, and predictable route-based energy demand — the session should clarify how close L4 actually is to commercial deployment.

Milence is the Daimler-Volvo-Traton joint venture building Europe's public heavy-duty charging network, so its CEO's outlook is a direct read on MCS rollout pace and corridor coverage. Anyone planning depot or public charging infrastructure for trucks needs this session's numbers on site count, utilization, and scaling bottlenecks.

MAHLE's thermal and e-drive expertise makes this a proxy for how cost and efficiency pressures are shaping truck electrification hardware. Charging professionals should watch for any efficiency gains that shift vehicle-side charging acceptance rates or battery thermal management needs.

Renault Trucks running its own BEVs at 800km/day in production logistics is a real-world stress test of heavy-duty charging reliability and uptime, not a lab demo. The session should reveal what charging infrastructure and scheduling actually made zero-emission freight work at that duty cycle.

A marketplace model for sharing test infrastructure could extend to charging and testing rigs, potentially lowering the capital barrier for smaller CV and component developers. Worth watching if this platform includes or plans to include charging/testing bays as shareable assets.

HERE and Mercedes-Benz Trucks discussing location intelligence points directly at route-based charging planning — matching truck routes to charger availability and dwell times. Fleet operators should look for specifics on how this data feeds charging network planning versus generic fleet telematics.

With Kodiak, MAN and Volvo Autonomous Solutions repeating the BCG-moderated format from earlier in the day, this is likely the deployment-reality follow-up to the vision session. Charging professionals should care about whatever operational specifics emerge on how autonomous trucks are actually being charged and dispatched today, not just tested.

A single-speaker Valeo session with no listed topic — the question to answer is whether Valeo is addressing e-powertrain components, charging inlets, or ADAS, all of which the supplier has stakes in. No agenda means no assumptions until Juerss speaks.

DHL, MAN, Würth and Porsche Consulting represent shipper, OEM, and consultancy perspectives on what's actually blocking zero-emission freight at scale — likely charging infrastructure gaps, TCO gaps, or grid capacity. This is the session to hear which barrier logistics buyers rank highest, since that ranking drives where charging investment should go next.

AUMOVIO (Continental's automotive spin-off) framing itself around transportation needs suggests a pitch on components spanning e-mobility and software-defined vehicles. Charging stakeholders should listen for whether power electronics or charging-related hardware feature in AUMOVIO's stated product roadmap.

Battery-electric trucks are now commercially available across most weight classes, so the open question is what constrains scale-up next: charging network density, grid connection lead times, or total cost of ownership versus diesel. With no detail beyond the title, listen for whether this addresses infrastructure bottlenecks or stays at the vehicle-technology level.

Networking format connecting VDA's innovation ecosystem with SMEs — useful for charging hardware and software startups looking for OEM or fleet pilot partners, but the value depends entirely on who shows up in the room. No agenda is published, so treat this as a lead-generation stop, not a content session.

Cellcentric (Daimler Truck / Volvo's hydrogen fuel-cell JV) sits on the other side of the powertrain debate that directly shapes long-term demand forecasts for public truck charging corridors. Anyone building MCS or depot charging business cases should track whether Cellcentric's commercial timeline signals fuel-cell trucks eating into BEV long-haul volumes or staying niche.

Unannounced C-level panel — the agenda hasn't been published, so there's no way to assess relevance to charging strategy until speakers and topics are confirmed. Worth a placeholder check closer to the event for OEM electrification commitments.

Milence (the ACC/Daimler/Traton/Volvo joint venture) and Kaufland, a retail fleet operator actually running electric trucks, make this one of the few sessions with real operational data rather than roadmap talk. The core question for charging professionals: does depot vs. public high-power charging actually match daily route profiles at scale, and where does demand still outstrip installed MCS/CCS capacity.

A pan-European service network for truck repair matters to charging operators indirectly — as electric trucks scale, service networks need EV-specific diagnostics and high-voltage battery expertise, not just mechanical repair. Worth checking whether this hub's scope extends to EV powertrain service or remains ICE-focused.

This is the session most directly relevant to the industry: battery chemistry and pack design choices determine charging speed ceilings, and infrastructure planning has to keep pace with vehicle-side capability. No speakers listed yet, so the real test is whether it delivers concrete MCS rollout numbers or stays at a conceptual level.

Chinese OEMs and battery/charging suppliers are moving fast on commercial EV trucks and could reshape component and charging-hardware supply chains in Europe. Relevant for anyone tracking where CATL, BYD, or Chinese charging equipment makers are positioning against European incumbents.

Refrigerated transport adds a second high-power load (the reefer unit) on top of propulsion, which changes charging session length and depot power requirements compared to dry-van electrification. Anyone sizing depot charging infrastructure for cold-chain fleets should care about what solutions are actually being proposed here.

Telematics data volume is only useful for charging operations if it feeds into actionable decisions — route-based state-of-charge prediction, dynamic charging scheduling, depot load balancing. The session's framing suggests a fleet-management angle; worth checking whether charging optimization is actually part of WirelessCar/HERE's use cases or if this is charging-adjacent at best.

Generic open-innovation/R&D collaboration pitch with no stated charging or electrification focus — relevant mainly if Manex AI or Prototype Club have concrete charging infrastructure case studies to share. In German, so audience is likely DACH-region suppliers and startups.

Charging infrastructure is critical infrastructure, and certification/validation gaps are a real bottleneck slowing deployment and creating liability exposure for CPOs. The key question this session should answer: who actually sets and enforces validation standards today, and where are the regulatory or technical gaps that move+ Accelerator sees in the market.

A logistics operator, a grid-systems integrator, and an electrical engineering firm sharing one stage signals this is about execution, not vision: permitting, grid connection timelines, and depot design are what actually delay fleet electrification in Germany today. Anyone specifying charging hardware or negotiating grid capacity for a delivery fleet should listen for concrete lead times and cost breakdowns, not general strategy. The real test is whether ECL's own rollout numbers get shared.

Bosch framing TCO as the competitive battleground puts charging cost and uptime squarely in the conversation, since energy and downtime are now larger TCO levers than powertrain hardware itself. Charging professionals should listen for how Bosch positions charging/energy management software against its powertrain efficiency claims — is charging treated as integral to TCO or an afterthought.

GenAI adoption in commercial vehicles touches charging indirectly through predictive maintenance, route/energy optimization, and depot scheduling — areas where pilots frequently stall before delivering fleet-wide savings. With OEM, consultancy, labor, and cloud perspectives on the panel, the useful signal is whether anyone names a working AI use case tied to charging or energy operations rather than generic production or logistics AI.

As fleets electrify, the fleet manager's job increasingly means managing energy and charging schedules alongside vehicles — Webfleet's pitch on 'operational intelligence' should be judged on whether it actually integrates charging data or just adds another telematics layer. Worth attending to see if charging state-of-charge and session data show up as a core metric, not a footnote.

Quantum computing's relevance to EV charging is speculative at best — grid optimization and battery chemistry simulation are the plausible links, but this talk gives no indication it will address either. Charging professionals should judge whether concrete transportation or energy use cases are named, or whether this stays abstract.

The EU Industrial Accelerator Act reshaping Li-Ion battery rules matters to charging infrastructure through battery second-life, cell sourcing costs, and eventually vehicle-to-grid hardware compliance — most fleet operators and integrators haven't mapped these dependencies yet. The session should clarify concrete compliance deadlines and cost impacts, since regulatory uncertainty here directly affects battery and charging equipment pricing.

Venture-building in commercial vehicles could surface new charging or energy-service business models spun out of established suppliers, but with no listed speakers there's nothing yet to confirm charging is even in scope. Worth checking the agenda closer to the date for whether PleaseFix or BCG's framework touches charging-as-a-service models.

A trailer manufacturer's keynote at a transportation show is a bellwether for how seriously the trailer segment — not just tractors — is taking electrification and refrigerated-unit charging demands. With no further detail given, the question to answer is whether Schmitz Cargobull addresses charging infrastructure for e-trailers or stays focused on core transformation themes.

This is the session charging professionals should prioritize: it names the actual bottlenecks — grid capacity, yard space, driver hours, operating models — that break charging plans once fleets scale past pilot size. With Daimler Truck, Electreon, DENSO, and academic (FAU) perspectives combined, expect a rare mix of OEM constraints, dynamic/inductive charging alternatives, and independent research on what scaling really requires.

OICA and Deloitte framing charging infrastructure as one of several simultaneous disruptions (alongside decarbonization mandates and software-defined vehicles) is useful for benchmarking how charging ranks against other capital priorities for truck makers right now. The value here is macro context — regulatory and investment uncertainty — rather than technical detail, so listen for how charging investment timelines compare to other transformation costs OEMs are weighing.

NOW GmbH manages German federal funding programs for alternative-fuel infrastructure, making this a direct source on public money and policy timelines for heavy-duty truck charging corridors — information charging network operators and logistics fleets need for site planning and subsidy applications. Expect specifics on funding instruments and rollout targets rather than industry commentary, since this speaks from the government side of the buildout.

Long-range perception technology is adjacent to charging only through autonomous yard maneuvering and automated charging connection use cases — MicroVision's talk gives no indication charging is addressed directly. Charging professionals with an interest in automated depot operations should listen for any mention of autonomous plug-in or yard-charging applications, otherwise this sits outside core charging concerns.

Toll systems and charging infrastructure increasingly share the same digital backbone—real-time routing, payment, and telematics—so how Toll Collect handles app-based tolling signals what interoperability standards fleets will expect from charge point operators next. Watch for whether TollNow's routing logic factors in charging stops, a growing demand from electric fleet operators. Relevant to anyone building payment or routing integrations for commercial EVs.

SDV architecture directly determines how easily a truck can report state-of-charge, negotiate smart charging, or support V2G—charging hardware is only as smart as the vehicle software it talks to. With no speakers or specifics listed, the session needs to clarify which OEM platforms it covers and how open those APIs will be to third-party charging networks. Anyone building depot or fleet charging software should track which SDV standards gain traction.

Dual-use mobility infrastructure raises real questions about whether commercial charging networks could be repurposed or prioritized for defense logistics—a scenario with major implications for grid capacity planning and public charging access. Charging professionals should listen for concrete asks around resilience, redundancy, or dedicated infrastructure rather than abstract strategy talk. Worth attention mainly if it moves beyond framing into procurement or funding specifics.

Shippers control freight contracts and can force carriers toward zero-emission trucks—but only if charging infrastructure and reliability keep pace with their sustainability commitments, making this a direct proxy for charging network readiness. With Maersk, DSV, and PepsiCo in the room, expect concrete demand-side numbers on volume commitments tied to charging availability, not just intent. Anyone selling charging-as-a-service to fleets should track what conditions these shippers actually set.

Charging hardware and software startups live or die on access to growth capital, and this session maps the funding path from seed to IPO that many charging-tech ventures will need to navigate. The value here is concrete financing mechanics—term sheets, valuation benchmarks, exit routes—not general startup advice. Founders and investors in charging infrastructure should listen for named instruments and thresholds.

High-bandwidth truck-trailer connectivity is a prerequisite for trailer-integrated battery systems and any future where trailers carry their own energy storage or charging telemetry—ZF's Ethernet gateway could become the data layer charging networks eventually tap into. The technical question for charging professionals is whether TTL exposes state-of-charge or energy data in a way third parties can access. Relevant mainly to those working on electrified trailers or e-axle retrofit programs.

German truck manufacturing under pressure from new zero-emission entrants and market strain directly affects the pace and volume of electric truck rollouts that charging infrastructure planning depends on. With NABU, Daimler Truck labor representation, and macrofinance perspectives on the panel, expect friction between industrial policy and climate targets rather than consensus. Charging network planners should listen for production timeline signals that affect fleet electrification forecasts.

Award ceremonies surface which startup-corporate collaborations are gaining traction, and charging infrastructure ventures are a recurring category in transport innovation programs. The value is in seeing which specific companies and technologies get recognized, not in the ceremony format itself. Worth a quick look for competitive intelligence on emerging charging or energy-management startups.

Energy price volatility is the core variable that determines whether battery-electric, hydrogen, or diesel wins on TCO for fleets—making this session central to justifying charging infrastructure investment versus alternative fueling. With MAN, ZF, DSV, and Aral represented, expect real TCO modeling and fuel-price scenarios rather than generic drivetrain comparisons. Anyone pricing charging contracts or forecasting demand should track the assumptions used here.

McKinsey sessions typically bring proprietary market sizing and forecasts that shape how OEMs like MAN plan electrification rollouts—useful benchmarking data if the actual content matches the placeholder billing. No agenda is public yet, so the value depends entirely on whether concrete figures replace the generic framing. Charging professionals should check the published agenda closer to the date before prioritizing this slot.

Plug and Play runs one of the more active mobility-tech accelerator programs, and its award picks often preview which charging, energy, or fleet-software startups get corporate pilot deals next. The description is currently a placeholder, so the real signal will be the finalist list once announced. Useful for scouting partnership or acquisition targets in the charging stack.

Hydrogen trucking is charging infrastructure's direct competitor for long-haul decarbonization budgets, and H2Accelerate's coalition of Volvo, Daimler, and Hyundai signals real capital behind an alternative to depot and corridor charging. The critical question is where hydrogen refueling and electric charging networks will split the long-haul market by corridor and use case rather than compete head-on. Anyone planning megawatt charging corridors should track the deployment timeline and geography this group commits to.

Bio-LNG is the direct TCO rival to battery-electric trucking on long-haul routes where charging infrastructure remains sparse, and this session's cost claims deserve scrutiny against real depot electrification economics. Charging professionals should watch whether fleets treat bio-LNG as a bridge or a permanent parallel track, since that split determines how much charging capex gets deferred. The panel should clarify fuel availability and price stability, not just per-km cost at a single point in time.

Battery sizing and chemistry decisions made at truck development stage directly dictate charging power requirements, dwell times, and degradation curves that charging network operators must design around for a decade. If simulation-driven battery design genuinely cuts warranty exposure and cost, it changes the assumptions fleets use to spec charger power and site dwell-time capacity. Anyone planning depot or corridor charging infrastructure needs to know whether these claimed durability gains hold up under real duty cycles, not lab conditions. Session's data claims deserve pressure-testing, not repetition.

Corporate venture arms and OEM innovation units are the gatekeepers deciding which charging, battery, and energy-management startups get pilot contracts versus dying in pilot purgatory — this panel's mix of Volvo Group Ventures, MAN, and Allison signals where that capital and validation power actually sits. Charging infrastructure vendors chasing OEM partnerships should listen for concrete criteria on what makes collaboration fail, since procurement cycles in this industry are long and startups often run out of runway waiting.

A networking event, not a technical session — value here is who's in the room from the Rethink Ventures portfolio and adjacent charging/energy startups, not any disclosed content.

Volvo's internal business intelligence view paired with McKinsey framing signals how a top-three OEM is prioritizing capital between electrification, charging partnerships, and alternative powertrains right now. Charging infrastructure providers courting OEM fleet deals should listen for signals on Volvo's electrification timeline confidence and where it sees charging as a bottleneck versus a solved problem.

Tangential to charging directly, but freight procurement automation feeds into fleet utilization patterns that determine charging demand timing and depot scheduling. Relevant mainly to those building charging-and-dispatch integration tools who need to know how much control dispatchers actually retain over route/timing decisions once AI negotiates loads.

No content beyond a generic kickoff — value is entirely in which use cases and partners get named, since that reveals what problems (charging, battery, software) the organizers consider hackathon-worthy this year.

This is the core session for the audience: no speakers or specifics listed yet, so the open questions are which charging standards, power levels, and energy-management architectures get discussed, and whether it's OEM-specific or infrastructure-agnostic. Given how thin the description is, attendees should go in expecting a framing overview rather than deployment data.

The E-Truck Tour Germany puts electric trucks into live logistics operations, making this one of the few sessions with actual field data on charging reliability, range confidence, and dwell-time impact on route planning rather than vendor projections. Charging network planners should extract concrete failure points and utilization numbers here, since real-world operator feedback is scarcer than OEM marketing claims.

Scaling charging hardware and battery tech from startup prototype to mass production is where most commercial-vehicle electrification bottlenecks actually occur, not in R&D. With Hyperdrives and Plug and Play involved, expect the discussion to center on manufacturing partnerships and capital gaps — the open question is whether concrete case studies or general principles get presented.

AI in fleet operations increasingly means predictive charging scheduling and energy cost optimization, and with Geotab and Webfleet on the panel, this session should surface whether telematics providers are actually shipping charging-aware AI features or still selling roadmap slides. Fleet operators evaluating charging management software should press for deployment numbers, not use-case lists.

Software-defined vehicle architectures determine whether charging control, battery management, and energy optimization can be updated post-sale via third-party apps or stay locked to OEM firmware — a BYOD framework could open real competition in charging software the way it has in telematics. With no speakers listed, the key unknown is which OEMs are actually committing to open interfaces versus discussing the concept abstractly.

Parking scarcity at Autobahn rest stops is directly tied to charging hub siting: a predictive parking tool only matters to charging operators if it also signals charger availability and dwell-time patterns. The open question is whether this system integrates with charge point data or stays a pure parking play — if it doesn't, it solves half the driver's problem.

Kempower has deployed hardware across depot, hub, and public truck charging sites, so this is a chance to hear utilization and uptime data rather than roadmap slides. The real value for operators is whatever gap emerges between planned charging behavior and what depots and hubs actually see in daily operation.

Lessons on moving safety-relevant hardware from prototype to production apply directly to charging equipment, where field failures are expensive and reputationally costly. Worth attending for anyone deciding how much validation rigor a charger or connector design needs before mass rollout.

As trucks become software-defined, charging becomes a data and connectivity problem as much as a power problem — smart charging, fleet-level energy optimization, and OTA-managed charge curves all depend on vehicle software architecture. Charging professionals should listen for how open or closed these SDV platforms will be to third-party charging and energy management systems.

Trailer braking intelligence isn't a charging topic on its face, but as trailers gain their own electronics and potentially their own batteries or e-axles, the boundary between vehicle safety systems and charging/energy systems is blurring. Relevant mainly to those tracking how much intelligence and power electronics migrate onto the trailer itself.

Vehicle-integrated PV shifts a portion of truck energy demand off the grid and off chargers entirely — the practical question for charging operators is how much daily range VIPV realistically displaces and whether that changes depot charger sizing. With four speakers spanning integrators, research, and OEMs, expect real fuel-savings and business-case numbers rather than concept talk.

A PwC strategy view on global truck electrification competition is directly useful for benchmarking which markets and OEMs are pulling ahead, since charging infrastructure buildout follows fleet electrification timelines, not the other way around. Charging professionals should care about regional divergence — China, EU, US policy and cost curves rarely move in sync.

Closing hackathon results can surface early-stage ideas on charging, routing, or fleet software before they hit the market — worth a quick look for scouting purposes, but treat outcomes as prototypes, not proven solutions.

Inceptio's autonomous trucking model implies charging or refueling infrastructure that must operate without a human driver managing the plug-in — a scheduling and reliability problem distinct from driver-operated fleets. Charging professionals should listen for how Inceptio expects energy replenishment to work in a driverless operational model.

V2X is the communication layer that smart charging, load balancing, and grid-signal-responsive charging ultimately depend on, so a regulator's (BASt) framing of V2X priorities hints at what standards charging infrastructure will need to interoperate with. Relevant to anyone building charge management systems that need vehicle or infrastructure data beyond the charger itself.

With Electreon, Milence, Shell Fleet Solutions and Renault Trucks co-organizing, this session spans dynamic (in-road) charging, static hub infrastructure, and OEM battery strategy in one room — a rare chance to compare competing charging philosophies side by side. The core tension to watch: static megawatt charging hubs versus in-motion/dynamic charging as the dominant model for long-haul electrification.

Tractor-trailer connectivity affects charging indirectly through combined-unit energy consumption data and route/load optimization, which feeds directly into charging demand forecasting for logistics fleets. Charging professionals should ask whether this connectivity layer will eventually expose energy data usable for smarter depot charging scheduling.

SDVs push charging data—state of charge, session scheduling, fleet energy management—into software and API layers rather than hardware, which is exactly where CPO/OEM integration friction lives today. With Aumovio, HERE, Neusoft, Turntide, Valtech Mobility and ZF co-organizing, the real question is who owns the data layer between vehicle software and charging infrastructure, and whether standards or proprietary stacks win. Anyone building charging management or fleet software needs to track how these platforms expose (or lock down) vehicle-to-grid and charging APIs.