An Energy Management System (EMS) is the intelligence layer that coordinates energy flows between generation sources, storage, loads, and the grid in real time. In the context of EV charging infrastructure, an EMS determines when, how fast, and from which source each vehicle charges — balancing grid constraints, energy costs, renewable availability, and operational requirements simultaneously.
The International Electrotechnical Commission formally defines an EMS under IEC 61970 as “a computer system comprising a software platform that offers essential support services and a set of applications necessary for the efficient operation of generation and transmission systems to ensure energy supply security at minimal cost.” In the distributed energy and EV charging domain, this definition extends to site-level and fleet-level systems managing the integration of photovoltaic (PV) generation, battery energy storage, EV chargers, and grid connections within a single coordinated control framework.
Understanding EMS architecture is essential for CPOs specifying depot charging infrastructure, commercial property developers evaluating PV+ESS+EVSE projects, fleet managers optimizing charging costs, and distributors advising on integrated energy system deployments.
Table of Contents
1. What Is an EMS in the EV Charging Context?
In EV charging infrastructure, an EMS operates at the intersection of three domains:
- Energy supply: Grid connection, on-site PV generation, and battery energy storage (BESS)
- Energy demand: EV chargers, building loads (HVAC, lighting, equipment), and any other connected loads on the site
- External signals: Utility tariff structures, grid demand response signals, real-time electricity pricing, and renewable energy forecasts
The EMS continuously monitors all three domains and makes automated decisions — adjusting EVSE power output, scheduling BESS charge and discharge cycles, maximizing PV self-consumption, and responding to grid price or frequency signals — to achieve site-specific objectives such as minimizing energy costs, avoiding demand charge peaks, or maximizing renewable utilization.
At a physical level, an EMS is implemented as a combination of:
- Hardware: Energy meters, smart sensors, CT clamps, communication gateways, and control relays that provide real-time data and actuation capability across all site assets
- Software: Algorithms, optimization engines, scheduling logic, and user interfaces — either embedded in on-site controllers or deployed as cloud-based platforms accessible via web dashboard or API
- Communication protocols: Standardized interfaces connecting the EMS to chargers (OCPP), battery systems (Modbus, CANbus), inverters (SunSpec/Modbus), and the grid operator (OpenADR, IEEE 2030.5)
2. EMS Types by Application Scale
EMS systems are categorized by the scope of assets and loads they manage. In practice, a single installation may involve multiple EMS layers operating in a hierarchy — a site-level EMS reporting to a fleet-level EMS, which in turn responds to utility-level grid signals.
| EMS Type | Abbreviation | Scope | Typical Application |
|---|---|---|---|
| Home Energy Management System | HEMS | Single residence: PV, home battery, wallbox charger, HVAC, appliances | Residential EV charging with rooftop solar; overnight charging optimization against time-of-use tariffs |
| Building Energy Management System | BEMS | Single commercial building: HVAC, lighting, elevators, parking EV chargers, on-site generation | Office buildings, retail centers, hotels, parking structures with EV charging |
| Factory / Industrial Energy Management System | FEMS | Industrial facility: production equipment, compressed air, process heat, EV fleet charging | Manufacturing plants, logistics warehouses, ports with electrified yard equipment |
| Community / Campus Energy Management System | CEMS | Multiple buildings or facilities sharing a grid connection or microgrid | Business parks, university campuses, mixed-use developments, EV charging hubs with shared grid connection |
| Distributed Energy Resource Management System | DERMS | Portfolio of distributed assets across multiple sites: aggregated as virtual power plant for grid services | Utility programs aggregating fleet charging assets, BESS, and PV across multiple commercial sites for ancillary services |
| Fleet Charging Energy Management System | — | Fleet depot: multiple EVSE, BESS, and PV optimized for fleet scheduling and TCO | Electric bus depots, logistics truck depots, taxi fleet charging sites |
3. System Architecture: Hardware, Software, and Communication Layers
A well-designed EMS for an EV charging site with integrated PV and BESS consists of three distinct layers that must work together for reliable, real-time energy optimization.
Sensing and Metering Layer
The EMS cannot control what it cannot measure. The sensing layer provides the real-time data inputs on which all EMS decisions are based:
- Revenue-grade energy meters at the grid connection point (Point of Common Coupling / PCC) — measuring import and export in real time, providing the basis for demand charge and ToU tariff calculations
- CT clamps and sub-meters on individual loads (EVSE circuits, building HVAC, critical loads) — enabling the EMS to attribute power consumption to specific assets and make granular control decisions
- PV inverter data — real-time generation output, irradiance sensors or forecast API feeds
- BESS telemetry — state of charge (SoC), state of health (SoH), available charge/discharge power, temperature
- EV charger status — number of connected vehicles, current draw per EVSE, session energy delivered
Control and Computation Layer
The EMS controller — which may be an on-site embedded controller, an edge computing device, or a cloud platform — receives sensing data, applies control algorithms, and issues setpoint commands to controllable assets. Key functions:
- Real-time power flow calculation across all site assets
- Demand charge monitoring and peak detection
- Optimization algorithm execution (charging schedules, BESS dispatch decisions)
- Demand response signal reception and automated response execution
- Fault detection and safe-state fallback logic
Communication Layer
The EMS communicates with each asset type via its native protocol, and with the grid operator via standardized demand response protocols:
| Asset | Typical Protocol | Direction |
|---|---|---|
| EV chargers (EVSE) | OCPP 1.6 / 2.0.1 (Smart Charging profile) | Bidirectional — EMS sets power limits; EVSE reports session status |
| Battery Energy Storage System | Modbus TCP/RTU, CANbus, proprietary BMS API | Bidirectional — EMS sends charge/discharge setpoints; BESS reports SoC, power |
| PV inverters | SunSpec Modbus, proprietary inverter API | Read — EMS monitors generation; may send curtailment commands |
| Smart meters / CTs | Modbus, DLMS/COSEM, M-Bus | Read — EMS receives real-time power measurements |
| Grid operator / utility | OpenADR 2.0b, IEEE 2030.5, ENTSO-E APIs (EU) | Receive — demand response signals, dynamic pricing, grid frequency |
| Fleet management system | REST API, proprietary integration | Receive — vehicle arrival times, SoC on arrival, departure requirements |
4. PV + BESS + EVSE Integration: How the EMS Coordinates Three Energy Assets
The highest-value EMS deployment in EV charging combines three energy assets — photovoltaic generation, battery energy storage, and EV supply equipment — into a single coordinated system. This is the architecture at the heart of Joint Tech’s PV + ESS + EVSE integrated solutions. Understanding how the EMS manages the interplay between these assets is essential for site design and procurement decisions.
Energy Priority Hierarchy (Default Logic)
A well-configured EMS applies an energy priority hierarchy that determines how available power is allocated at each moment:
- Critical loads first — Building life-safety systems, server rooms, and other non-interruptible loads are never curtailed regardless of grid or storage conditions
- PV self-consumption — On-site solar generation is consumed locally before drawing from grid or storage, reducing import costs and maximizing renewable utilization
- BESS charging (from excess PV) — When PV generation exceeds immediate site load, surplus power charges the BESS rather than being exported to grid (especially in markets with low feed-in tariffs)
- EV charging (managed) — Remaining available power is allocated to EVSE according to the EMS’s smart charging schedule, respecting dynamic power limits
- Grid import — Only drawn when on-site generation and storage are insufficient to meet load requirements, ideally timed to off-peak or low-price periods
- BESS discharge (peak shaving) — BESS discharges to reduce grid demand peaks, avoiding demand charges during high-price periods
Four Operating Modes
At any given moment, the EMS operates the integrated system in one of four fundamental modes — and transitions between them automatically as conditions change:
| Mode | PV | BESS | Grid | EVSE | When It Applies |
|---|---|---|---|---|---|
| Solar surplus | Generating > load | Charging | Minimal import | Maximum available power | Peak solar hours, low site load |
| Grid peak avoidance | Generating (any level) | Discharging | Capped at threshold | Reduced setpoint | High-demand period, EVSE load approaches demand limit |
| Off-peak charging | None (nighttime) | Charging from grid | Importing at low-price rate | Full charge rate (scheduled) | Fleet depot overnight; ToU off-peak window |
| Grid outage / island mode | Generating (if daytime) | Discharging to critical loads | Disconnected | Reduced or suspended | Grid fault; backup power mode |
For more on how solar and storage integrate with EV charging, see: How Solar Energy EV Charging Works and How EV Charging Storage Electricity Works.
5. Core EMS Functions in EV Charging Sites
Dynamic Load Management (DLM)
Dynamic Load Management — also called dynamic load balancing — is the EMS function that distributes available electrical capacity across multiple EVSE in real time, preventing the site’s grid connection from being overloaded while maximizing the number of vehicles that can charge simultaneously.
The EMS monitors the real-time power draw of all connected EVSE and adjusts individual charger setpoints — via OCPP Smart Charging profile commands — to keep aggregate site load below a configurable maximum. When new vehicles connect or disconnect, the EMS redistributes capacity automatically. DLM is the function that makes it possible to deploy more EVSE than the grid connection could support if all were running at full power simultaneously.
Peak Shaving
Demand charges — utility tariff components that bill based on the highest 15- or 30-minute average power draw during the billing period, rather than total energy consumed — can represent 30–50% of total electricity costs at DC fast charging sites. An EMS with access to on-site BESS can eliminate or significantly reduce demand charges by discharging the battery when site power draw approaches the demand threshold, keeping the grid import flat at or below the threshold.
The EMS continuously tracks a rolling 15-minute average of grid import. When this approaches the target demand ceiling, the EMS reduces EVSE power setpoints and/or dispatches BESS discharge to compensate — shaving the peak before it registers on the utility meter.
Time-of-Use (ToU) Optimization
In markets with time-differentiated electricity tariffs, the EMS schedules BESS charging and fleet EV charging to occur during low-rate periods (typically overnight or midday for markets with high solar penetration), storing low-cost energy for use during high-rate periods. The EMS applies tariff schedule data, vehicle departure requirements, and BESS state of charge to calculate the optimal charge/discharge schedule for each 24-hour cycle.
PV Self-Consumption Maximization
The EMS prioritizes consuming on-site PV generation locally — first to serve building loads, then to charge BESS, then to charge EVs — before allowing excess to export to the grid. In markets where feed-in tariff rates are lower than import rates (the majority of markets as of 2025), maximizing self-consumption directly reduces net energy cost. The EMS achieves this by monitoring real-time PV output and adjusting EVSE and BESS setpoints to absorb available generation.
Charge Scheduling and Session Management
For fleet depot applications, the EMS integrates with fleet management systems to schedule individual vehicle charging sessions based on:
- Vehicle departure time and required SoC at departure
- Current battery SoC on arrival
- Available grid capacity and BESS state
- Real-time electricity price and tariff period
- Priority ranking between vehicles (e.g., vehicles scheduled for early departure charged first)
Backup Power and Islanding
An EMS with grid-islanding capability can detect a grid outage and automatically disconnect from the utility, switching to island mode powered by BESS and/or PV. In island mode, the EMS maintains power to critical loads (defined in advance) while curtailing non-critical loads including some or all EVSE. This function is increasingly specified for fleet depots, public safety facilities, and commercial sites with continuity requirements. See also: backup and emergency power solutions.
Monitoring, Reporting, and Analytics
The EMS provides a centralized platform for real-time and historical energy data across all site assets: generation by source, consumption by load, grid import and export, BESS cycles, EVSE utilization rates, energy cost per session, and carbon intensity. This data supports utility reporting, sustainability reporting, demand charge audit, and continuous optimization of EMS parameters.
6. Control Strategies: Rule-Based, Optimization-Based, and AI-Driven
The algorithm at the core of an EMS determines how it makes decisions in real time. Three main strategy types are used in commercial EMS deployments, each with different complexity, cost, and optimization quality characteristics.
Rule-Based Control
The simplest and most common approach: the EMS applies a predefined set of if-then rules to make control decisions. Examples:
- “If site demand exceeds 200 kW, reduce EVSE power by 20%”
- “If PV generation > building load and BESS SoC < 80%, charge BESS at 50 kW”
- “If time is between 23:00 and 06:00, enable maximum EVSE power”
Rule-based systems are transparent, predictable, and easy to commission. Their limitation is that the rules are static — they cannot adapt to unusual conditions or find globally optimal solutions across multiple competing objectives simultaneously.
Optimization-Based Control
Mathematical optimization algorithms (linear programming, mixed-integer programming, model predictive control) calculate the control actions that minimize a cost function — typically total energy cost subject to constraints (grid connection limit, BESS capacity, vehicle departure requirements). Optimization-based EMS can find globally better solutions than rule-based systems, particularly in complex multi-asset sites with multiple competing objectives, but requires accurate forecasts of PV generation, vehicle arrival patterns, and tariff schedules.
AI / Machine Learning-Driven Control
Advanced EMS platforms incorporate machine learning models that learn from historical site data to improve forecasting and control decisions over time. Applications include: short-term PV generation forecasting (improving BESS pre-positioning decisions), vehicle arrival pattern prediction (enabling more accurate charging schedule optimization), and anomaly detection (identifying EVSE faults or metering errors before they affect billing). AI-driven EMS is increasingly relevant for large fleet depots and multi-site CPO operations where the optimization complexity exceeds what rule-based or static optimization approaches can handle efficiently.
7. Grid Interaction: Demand Response, OpenADR, and Ancillary Services
Demand Response (DR)
Demand Response refers to the voluntary or contractual modification of electricity consumption patterns by a site in response to signals from the grid operator or utility — typically to reduce demand during grid stress events or shift load to periods of excess renewable generation. EV charging sites with EMS are among the most valuable demand response resources because:
- EV charging is highly flexible — charging can be deferred, reduced, or rescheduled within defined windows without affecting fleet operational requirements
- BESS can respond to DR signals within seconds, providing frequency regulation quality response
- On-site PV generation can be curtailed or dispatched to offset grid draw during DR events
Participation in demand response programs typically provides CPOs and fleet operators with capacity payments or bill credits in exchange for committing load flexibility to the utility.
OpenADR 2.0b
OpenADR (Open Automated Demand Response) 2.0b is the dominant open standard for automating demand response communication between utilities and commercial customers. It defines a communication protocol by which a utility or grid operator sends a DR signal (a Virtual End Node, or VEN event) to a site’s EMS, which then automatically executes the appropriate response — reducing load, discharging BESS, or curtailing non-critical loads — without human intervention. OpenADR 2.0b is widely deployed in North America and increasingly in Europe for commercial and industrial demand response programs.
IEEE 2030.5 (Smart Energy Profile 2.0)
IEEE 2030.5 (formerly Smart Energy Profile 2.0) is the IEEE standard for utility-to-customer communication of demand response, dynamic pricing, and distributed energy resource management signals. It is the protocol required for California Rule 21 grid interconnection compliance for DER systems (including BESS and EV charging) above defined power thresholds — effectively mandatory for any significant BESS or EV charging deployment seeking utility interconnection approval in California.
Grid Frequency Response
BESS integrated with an EMS can participate in primary frequency regulation — automatically adjusting charge or discharge rate within seconds in response to grid frequency deviations (typically measured in mHz from the 50 Hz or 60 Hz nominal). This is a high-value ancillary service in most markets and requires the EMS and BESS inverter to have sub-second response capability. EV chargers can also participate in frequency response if they support OCPP 2.0.1’s ChargingProfile with frequency-based setpoints.
V2G Grid Services
When EV chargers support bidirectional power flow (V2G), the EMS can dispatch vehicle batteries as distributed grid resources — drawing power from vehicle batteries during peak periods and recharging during off-peak or high-generation periods. The EMS manages this process within the constraints of driver departure requirements and vehicle battery health, ensuring vehicles have sufficient charge for operational needs while maximizing the value of grid services. See: V2G Smart Charging Technology.
8. Governing Standards: IEC 61970, IEC 63110, IEEE 2030.5, OpenADR
| Standard | Issuing Body | What It Governs | Relevance to EMS |
|---|---|---|---|
| IEC 61970 | IEC | Energy Management System Application Program Interface (EMS-API) and Common Information Model (CIM) for power system data | Provides the formal definition of EMS and the data model standards for interoperability between EMS platforms and grid operator systems at utility scale |
| IEC 63110 | IEC | Protocol for management of EV charging and discharging infrastructures — communication between EV charging infrastructure and EMS | Defines how the EMS communicates with EV charging networks at scale; supports large-scale coordination of charging networks and grid interaction. Developed by IEC TC69 JWG11. |
| IEEE 2030.5 | IEEE | Smart Energy Profile 2.0 — utility-to-customer communication for demand response, dynamic pricing, and DER management | Required for California Rule 21 grid interconnection compliance for BESS and EV charging systems. Governs how the EMS receives and processes utility signals. |
| OpenADR 2.0b | OpenADR Alliance | Open standard for automated demand response communication between utilities and end customers | The dominant DR communication protocol in North America; defines how the EMS receives and automatically executes demand response event signals from the utility without human intervention |
| OCPP 2.0.1 Smart Charging Profile | Open Charge Alliance | EMS-to-EVSE communication: charging schedules, power limits, and setpoint commands | The protocol layer through which the EMS controls individual EV charger power output. OCPP 2.0.1 is required for full Smart Charging profile support including composite schedule, frequency-based setpoints, and grid-aware charging. See: OCPP Glossary |
| Modbus TCP/RTU | Modbus Organization | Serial and Ethernet communication protocol for industrial devices | Most common protocol for EMS communication with BESS inverters and smart meters. SunSpec Modbus extends standard Modbus with solar and storage device register definitions. |
9. EMS vs. BMS vs. CSMS: Distinguishing the Control Layers
Three management system acronyms are frequently confused in EV charging and energy storage projects. Each operates at a different layer and scope:
| System | Full Name | Scope | Manages | Communicates With |
|---|---|---|---|---|
| EMS | Energy Management System | Site level (or fleet / multi-site) | Energy flows between grid, PV, BESS, EVSE, and building loads — optimizing cost, demand, and renewable utilization across all assets simultaneously | BESS (Modbus), PV inverters, EVSE (OCPP), utility (OpenADR/IEEE 2030.5), fleet management system |
| BMS | Battery Management System | Battery pack level | Individual battery cells and modules: voltage, current, temperature, SoC, SoH, cell balancing, protection against overcharge/over-discharge/overtemperature | Battery cells (direct), EMS (reports SoC/SoH/available power), PCS/inverter (charge-discharge commands) |
| CSMS | Charge Station Management System (also called CPMS) | EV charging network level | Fleet of EV chargers: remote start/stop, billing, RFID authorization, firmware updates, fault alerts, utilization reporting | Individual EVSE (OCPP), eMSP roaming (OCPI), EMS (receives power setpoints), payment processors |
In an integrated PV+BESS+EVSE system, the EMS sits above the BMS and CSMS in the control hierarchy — receiving data from both and issuing setpoints to both, while the BMS and CSMS each manage their respective assets at a more granular level. The EMS does not replace either; it coordinates between them to achieve site-level optimization objectives.
10. EMS for Fleet Depot Charging
Fleet depot charging is one of the most demanding EMS applications because it combines high peak power requirements (many vehicles charging simultaneously during shift changeovers), strict departure-time constraints, and strong incentive to minimize energy cost through ToU optimization and demand charge avoidance.
Key EMS Requirements for Fleet Depots
- Fleet schedule integration: The EMS must receive vehicle arrival/departure schedules and SoC-on-arrival data from the fleet management system to calculate charging schedules that guarantee all vehicles reach required departure SoC on time
- Priority-based charging: Vehicles scheduled for earliest departure receive highest charging priority; the EMS automatically reallocates power as schedules change
- Managed overnight charging: Fleet EMS typically schedules the bulk of charging during off-peak hours (23:00–06:00 in most markets), reducing energy cost substantially versus unmanaged simultaneous charging at arrival
- Demand charge management: The EMS prevents simultaneous charging of all vehicles at full power — spreading load across the overnight window to keep peak demand within the contracted grid connection capacity
- BESS integration: Co-located BESS enables further peak shaving and provides buffer capacity to handle unexpected peaks (e.g., multiple vehicles arriving simultaneously with low SoC)
Research on PV+BESS-integrated fleet charging configurations has demonstrated grid electricity consumption reductions of 30–60% compared to unmanaged grid-only charging, depending on PV system scale and fleet charging patterns. For electric truck fleet charging infrastructure with EMS, see: EV Charger Solutions for Electric Trucks and Fleet Electrification 2026 Guide.
Scalability from Fleet Management System
For larger fleet operations, the site EMS must integrate with the fleet operator’s telematics and scheduling platform via API — receiving real-time vehicle location, SoC, and schedule data to dynamically adjust charging priorities as operational conditions change. This integration distinguishes a true fleet depot EMS from a simple CSMS with load balancing capability.
11. EMS for Commercial and Industrial Sites
Commercial and industrial (C&I) sites — logistics warehouses, manufacturing plants, retail parks, hotels, hospitals — represent a growing segment for EV charging EMS, driven by the intersection of EV fleet electrification mandates, rising electricity tariffs, and increasing PV+storage deployment.
Demand Charge Economics
For most commercial and industrial electricity customers, demand charges (based on peak 15- or 30-minute interval power draw) represent a significant share of total electricity cost — often 30–50% at sites with high but intermittent peak loads such as EV fast charging. A single DC fast charger event at 150 kW, if not managed by an EMS, can create a monthly demand charge that persists for the entire billing period.
An EMS with BESS eliminates this exposure by capping grid import at a configurable threshold. The economics are straightforward: BESS capital cost versus avoided demand charges over the system’s operational life (typically 10–15 years for LFP chemistry). At sites where demand charges exceed approximately USD 10/kW/month, BESS payback periods under five years are common. See: commercial and industrial energy storage solutions.
Regulatory Context: Building Codes and Grid Codes
In several markets, EMS capability for EV charging is now embedded in building regulations or grid connection requirements:
- EU Energy Performance of Buildings Directive (EPBD): Requires smart charging readiness (i.e., OCPP-connected, load-managed EV charging) for new commercial buildings and major renovations above defined thresholds
- California Rule 21: Requires IEEE 2030.5 communication compliance for BESS and significant EV charging installations seeking utility interconnection approval — in practice mandating EMS capability for any meaningful commercial EV charging deployment in California
- AFIR: Smart charging capability (ISO 15118 / OCPP 2.0.1) is mandated for all new public charging infrastructure from April 2024 — effectively requiring EMS-compatible charger hardware across the EU public charging network. See: AFIR Glossary
12. Frequently Asked Questions About EMS in EV Charging
What is the difference between an EMS and a CSMS in EV charging?
A Charge Station Management System (CSMS) manages the EV charger network — handling billing, RFID authorization, remote start/stop, firmware updates, and utilization reporting for EVSE. An Energy Management System (EMS) manages energy flows across all site assets — EVSE, BESS, PV, and building loads — simultaneously, optimizing for cost, demand, and renewable utilization objectives. In an integrated site, the EMS coordinates at the energy level (telling the CSMS or individual chargers how much power they can use at each moment), while the CSMS manages individual charging sessions. Both are needed for a fully optimized EV charging site with BESS and PV.
Does every EV charging site need an EMS?
Not necessarily. A single or small number of AC chargers at a site with a large grid connection and no BESS may not require a dedicated EMS — a CSMS with basic load balancing is sufficient. An EMS becomes essential when: (1) the site has multiple high-power DC fast chargers approaching the grid connection limit; (2) on-site PV and/or BESS are deployed; (3) demand charges represent significant electricity cost; (4) the site participates in demand response programs; or (5) fleet vehicles have departure-time charging requirements. For fleet depots and commercial sites with PV+BESS integration, an EMS is not optional — it is the system that makes the investment economically viable.
How does an EMS communicate with EV chargers?
The EMS communicates with EV chargers via the OCPP Smart Charging profile — sending ChargingProfile objects that define power limits and schedules at the EVSE or connector level. OCPP 1.6 supports basic Smart Charging; OCPP 2.0.1 adds composite schedules, frequency-based setpoints, and price-signal integration. The charger must support the Smart Charging profile for EMS control to function — chargers without this capability cannot be dynamically managed by an EMS and will draw power at their maximum rated output regardless of site conditions.
What is the role of BESS in an EMS-managed charging site?
The BESS is the EMS’s primary tool for time-shifting energy and shaping the site’s demand profile. It stores low-cost energy (from PV surplus or off-peak grid imports) and discharges it during high-cost periods or when EV charging demand approaches the grid connection limit. For peak shaving specifically, the BESS acts as a buffer — the EMS discharges it when real-time site demand approaches the demand threshold, preventing that peak from appearing on the utility meter and avoiding demand charges. Without BESS, an EMS can only manage demand by reducing EVSE power — with BESS, it can maintain full EVSE power while still preventing grid peaks.
Interested in PV + energy storage + EV charging integration for your commercial or fleet project? Joint Tech provides CE-certified energy storage systems with integrated EV charging for European markets and energy storage systems for EV charging in the USA and Canada. For commercial and industrial energy storage projects, see our C&I energy storage solutions, and for fleet depot charging infrastructure, our fleet and logistics charging solutions.
