Infrastructure investor Meridiam has led a €23 million investment in Chargepoly, an Aix-en-Provence company that builds charging systems for electric trucks and buses. The round came through the Meridiam Green Impact Growth Fund alongside existing shareholder Fideve Groupe, and Chargepoly says the money goes to international expansion and to scaling its depot charging product.
Depot charging is the unglamorous half of heavy-duty electrification, and it is the half that actually decides whether a haulier can electrify. A truck that runs a fixed route and sleeps in the same yard every night does not need a public megawatt charger. It needs the yard to work.
The problem Chargepoly is solving
Twenty trucks parked in a depot do not each need their own full-power connection, because they are not all charging at full power at the same time. But a conventional installation is sized as if they were, and the grid connection needed to support that is frequently the single largest cost — and the longest lead time — in the whole project.
Chargepoly's architecture is modular: available power is allocated dynamically across multiple charge points rather than fixed per socket, managed by the company's software platform, Lucie. The pitch is that the same fleet can be served from a smaller connection, which cuts deployment cost, raises asset utilisation and lowers operating expenses.
That is the right lever. Across Europe the binding constraint on depot electrification is rarely the vehicles and rarely the chargers — it is how long the distribution network operator takes to deliver a reinforced connection, and how much it charges for the capacity.
What is already deployed
Chargepoly is not a concept company. Founded in 2019 by Hadi Moussavi, it says its infrastructure is running at hundreds of DC fast-charging points across France, the UK and Canada, supporting more than a million kilometres of freight transport every month.
Meridiam brings something specific to that: it is an infrastructure investor with a long holding period, not a venture fund looking for an exit. Depot charging assets are long-lived, contracted and boring in exactly the way infrastructure capital likes, which is a better structural fit than the growth-equity money that has funded much of the public charging build-out.
Where this sits in the European picture
The timing tracks demand. Zero-emission trucks and buses grew their share of EU registrations in the first half of 2026, and the vehicles arriving now are capable of far more than depot charging can currently feed them — MAN has started series production of trucks that accept 750 kW over the megawatt charging standard.
Public MCS corridors get the attention because they solve the visible problem of long-haul range. Depots solve the quieter one: most freight in Europe is regional, returns to base, and can be charged overnight at moderate power if the yard's electrical design is not wasteful. Money going into making that cheaper is money going where the volume is.
Tesla Semi customers face the same arithmetic. As the Semi's European commercial push reaches France, the operators evaluating it will be quoting depot upgrades, not Megacharger corridors, in their first business cases.