Author name: brogenevsolution.com

Lessons from a Real-World Overseas Electric Bus E-Axle Application In commercial vehicle electrification, performance gaps often emerge not from hardware capability, but from mismatches between assumed and actual operating duty cycles. During an overseas customer deployment of an electric bus with an e-axle, the system was exposed to operating conditions that significantly exceeded the original calibration assumptions. These differences introduced system-level behaviors that could not be identified through specification review alone. This experience reinforces the importance of duty cycle definition as a foundational engineering input—particularly for overseas projects with unfamiliar road and operating environments. Project Background and Initial Design Assumptions The project involved an electric bus equipped with an electric axle platform originally developed for heavy-duty vehicle applications. From a hardware perspective, the axle was fully capable of supporting the application, having been designed to withstand the higher axle loads and sustained torque levels typically associated with heavy-duty trucks. The decision to apply this e-axle platform to a bus application was not based on vehicle mass considerations. Instead, it was driven by a common engineering assumption: that typical city bus duty cycles are less dynamically demanding than heavy-duty truck applications. In conventional system assessments, bus operation is often associated with smoother torque profiles, more predictable load transitions, and less aggressive drivetrain dynamics than long-haul or vocational heavy-duty trucks. Based on this understanding, the control software and calibration strategy were originally optimized for operating environments characterized by: Relatively smooth road surfaces Stable longitudinal load profiles Low shift frequency Highway-oriented or intercity duty cycles Under these assumptions, the electric axle demonstrated stable shifting behavior and predictable system response during development and validation. Unexpected Behavior in Real-World Operation After deployment, the vehicle exhibited operational issues that were not predicted during the development phase. The vehicle was operating under conditions that differed substantially from the original engineering assumptions: Poor and uneven road surfaces Frequent stop-and-go operation High shift frequency Rapid and repeated load transitions At first glance, this behavior appeared counterintuitive. City bus applications are commonly perceived as operating under more benign duty cycles than heavy-duty trucks, particularly in terms of drivetrain dynamics and transient loading. Based on this assumption, the observed system behavior could not be readily explained during early analysis. Root Cause: Duty Cycle Severity Is Not Defined by Vehicle Category Clarity emerged only after the engineering team conducted on-site testing and collected real road spectrum data. The data revealed a critical insight: Although the vehicle operated under lower average loads, the actual duty cycle was significantly more aggressive from a dynamic perspective. High-frequency shifting, continuous torque reversals, and persistent suspension excitation imposed substantially higher demands on: Shift control logic Motor torque response System pressure stability This case reinforced a fundamental system-level principle: Duty cycle severity is defined by dynamic behavior, not by application category or static load assumptions. In regions with poor road infrastructure, urban bus operation can introduce harsher transient conditions and control challenges than many highway-based heavy-duty truck applications. Software Calibration and Control Logic Optimization Once the real operating conditions were clearly quantified, the corrective path became well-defined. Based on measured road spectrum data and operational feedback, multiple iterations of control software tuning and logic optimization were conducted. Following these software updates, the previously observed operational issues were effectively resolved. This outcome confirmed that the hardware platform itself was not the limiting factor. The root cause lay in the mismatch between assumed and actual duty cycle characteristics during early system definition. System-Level Finding: Pressure Boundary Misalignment Beyond control calibration, on-site analysis also revealed a broader system-level issue. The vehicle was not equipped with a pressure-limiting valve. In typical domestic applications, system pressure is controlled below 8 bar. In this overseas deployment, however, operating pressure was measured at 11–13 bar. This elevated pressure level increased mechanical and thermal stress across the system, further amplifying the observed issues. Importantly, this condition had not been explicitly discussed during early integration stages, highlighting how regional practices and local configurations can silently exceed original design boundaries. Engineering Takeaways for OEMs and EV Integrators This project offers several transferable lessons for overseas electrification programs: Duty cycle definition must extend beyond load assumptionsDynamic factors such as road quality, shift frequency, and transient behavior are equally critical. Control software is not universally transferableCalibration strategies must be explicitly aligned with the intended operating environment. System boundaries must be clarified earlyParameters such as pressure limits, thermal margins, and auxiliary components can materially affect system performance. On-site data remains indispensableSimulation and bench validation cannot fully substitute real-world road spectrum measurements. Conclusion Electrifying commercial vehicles is not merely a matter of selecting capable hardware. It is a system integration challenge that demands early and precise understanding of how a vehicle will actually operate—particularly in overseas markets where infrastructure quality, usage patterns, and local practices may differ substantially from initial assumptions. For OEMs and EV integrators, duty cycle definition is not a procedural step.It is a foundational engineering decision that ultimately determines whether an electric drivetrain performs reliably throughout its service life. Contact Us Get in touch with us by sending us an email, using the Whatsapp number below, or filling in the form below. We usually reply within 2 business days. Email: contact@brogenevsolution.com Respond within 1 business day Whatsapp: +8619352173376 Business hours: 9 am to 6 pm, GMT+8, Mon. to Fri. LinkedIn channel Follow us for regular updates > YouTube channel Ev systems introduction & industry insights > ContactFill in the form and we will get in touch with you within 2 business days.Please enable JavaScript in your browser to complete this form.Please enable JavaScript in your browser to complete this form. Name * FirstLast Work Email *Company Name *Your Project Type *– Please select –Car, SUV, MPVBus, coach, trainLCV (pickup truck, light-duty truck, etc.)HCV (heavy-duty truck, tractor, trailer, concrete mixer, etc.)Construction machinery (excavator, forklift, crane, bulldozer, loader, etc.)Vessel, boat, ship, yacht, etc.Others (please write it in the note)Your Interested Solutions *– Please select –Motore-AxleBatteryChassisAuxiliary inverterOBC / DCDC / PDUAir brake compressorEPS / EHPS / SbW / eRCBBTMSOthers (please write it

Do Electric Heavy-Duty Trucks With E-Axles Still Need Differential Locks? Mechanical differential locks were originally developed to address a specific and well-defined engineering problem: traction loss caused by asymmetric wheel grip. In conventional heavy-duty trucks, this condition occurs relatively infrequently, but when it does—particularly in off-road or mixed-terrain operations—it can lead to vehicle immobilization, operational disruption, or safety risks. With the increasing adoption of e-axles in electric heavy-duty trucks, the relevance of this traditional solution deserves re-examination. Changes in drivetrain architecture, control capability, and operating duty cycles raise a fundamental engineering question: Does traction imbalance still occur frequently enough—and with sufficient impact—to justify the continued use of a mechanical differential lock in e-axle-based electric heavy-duty trucks? This article approaches the question from a system-level perspective, analyzing how traction loss manifests in modern electric truck architectures and how different technical solutions address the issue under defined operating conditions. 1. Differential Locks: Function and Mechanical Struccture Why Differential Locks Exist During straight-line driving, the left and right wheels rotate at the same speed. During cornering, however, the outer wheel must rotate faster than the inner wheel due to the longer travel path. To accommodate this requirement, the automotive differential was developed. It allows torque transmission while permitting wheel speed differences during turns. Working principle of the differential However, on low-adhesion surfaces — such as mud, snow, or wet roads — this mechanism introduces a limitation. If one wheel loses traction and begins to spin at high speed, the differential routes most of the drive torque to the wheel with the least resistance. As a result, the wheel with available grip on the opposite side receives insufficient torque, and the vehicle may become immobilized. In such situations, a differential lock becomes necessary. By mechanically locking the differential, torque can be delivered to the wheel with traction, enabling the vehicle to move forward and recover from the stuck condition. Mechanical Structure of a Differential Lock A mechanical differential lock is typically installed on one side of the differential. It is actuated — commonly by a pneumatic cylinder — that drives a sliding sleeve engaged with the spline of one axle shaft. Once engaged, the axle shaft is locked to the differential case. In this locked state, the left and right axle shafts rotate together as a rigid assembly, delivering identical rotational speed to both drive wheels. Differential lock structure It is important to note that a differential lock is designed exclusively for vehicle recovery. Its use is limited to severe low-adhesion conditions such as wheel entrapment or muddy terrain. Prolonged engagement under normal driving conditions can lead to increased energy consumption and accelerated drive tire wear. 2. Cost, Packaging, and Platform Considerations From a component cost perspective, the incremental cost of a differential lock is relatively modest. However, the more significant implications lie in axle housing design, tooling investment, and material cost. As a result, many axle platforms are developed with built-in provisions for differential locks, regardless of whether the end application truly requires them. HCV e-axle with the differential lock While this approach supports platform commonality, it can also introduce feature redundancy — particularly for vehicles operating almost exclusively on paved roads with predictable traction conditions. 3. Relevance of Traction Loss in E-Axle Duty Cycles In previous articles — Electric Axle for Truck: Top Use Cases and Benefits and Electric Truck Axle Guide: How to Choose the Right E-Axle for Heavy-Duty Trucks? — We discussed the operating conditions under which e-axles are most commonly applied. Electric heavy-duty trucks equipped with e-axles are typically deployed in environments characterized by: Predominantly paved roads Predictable duty cycles Limited exposure to extremely low-traction surfaces From a vehicle-level perspective, factors such as reduced ground clearance and increased unsprung mass naturally constrain e-axle deployment in highly uneven or off-road environments. Consequently, current e-axle adoption is concentrated in applications such as parcel and express logistics, cold-chain transportation, and dedicated line-haul operations. These vehicles operate mainly on highways and regional roads with relatively stable surface conditions. 6×4 electric semi-truck with e-axle for logistics delivery Field feedback and customer interviews indicate that under these operating environments, severe traction loss events leading to vehicle immobilization occur infrequently. Many fleet operators report that with improved road infrastructure, the probability of wheel entrapment has become sufficiently low that a mechanical differential lock is not always considered essential in e-axle-equipped trucks. At this stage, the engineering discussion shifts from capability to necessity: Is permanent mechanical hardware required to address a problem that occurs only occasionally under defined operating conditions? 4. Software-Based Traction Control as an Alternative Some electric heavy-duty truck platforms—particularly on-road tractor applications—have already moved away from mechanical differential locks in favor of software-based traction recovery strategies. Most modern electric trucks are equipped with Electronic Stability Control (ESC) systems. ESC monitors vehicle dynamics through sensors near the vehicle’s center of gravity. When instability is detected, the control unit calculates the appropriate intervention and applies differential braking forces to individual wheels, generating stabilizing moments to prevent loss of control. Because ESC can apply braking force independently to each wheel, it can also support traction recovery. When one wheel spins due to low traction, braking force is applied to the slipping wheel, allowing drive torque to be transferred to the wheel with available grip on the opposite side. Similarly, when operating on ice, snow, mud, or uneven surfaces, the system continuously monitors left and right wheel speeds. If a significant speed difference is detected, the faster-spinning wheel is identified as slipping and is immediately braked, ensuring more stable and controlled torque delivery. Elecctric heavy-duty trucks without IESS The IESS (Intelligent Electronic Stability System) of our distributed e-axles 5. Distributed Drive Architectures: Eliminating the Mechanical Differential A more fundamental shift occurs with distributed electric drive architectures, where each wheel—or each side of the axle—is driven by an independent motor. In such systems: Mechanical differentials are no longer required Differential locks become structurally irrelevant Wheel speed differences during cornering are managed through electronic differential control By precisely controlling

This article breaks down the technology and explains how it enhances efficiency, payload, and cost structure for next-generation electric LCVs.

E-Axle Explained: Core Structural Components and Their Engineering Roles 1. Introduction: The E-Axle as the Core of Electric Truck Powertrains As truck electrification accelerates, the e-axle has transitioned from a passive structural member of the chassis into a key subsystem governing propulsion efficiency, durability, NVH, and packaging. With deep integration of the electric motor, reduction gearbox, and drive axle, the components traditionally concealed behind the wheels – such as the axle housing, half shafts, and wheel-end assemblies – now play critical engineering roles in determining the overall performance and reliability of the e-axle. The axle housing becomes the structural backbone that manages reaction torque, supports cooling and suspension interfaces; the half shaft becomes a dynamic torque-transmitting element with high transient response requirements; and the wheel end serves as the terminal load and torque interface, directly influencing energy recovery, safety, and thermal management. Brogen e-axle on the heavy-duty truck 2. Axle Housing in the E-Axle: Structural Foundation and System Integration Platform The axle housing is one of the most important structural components in an electric truck e-axle. It supports the vehicle’s static load – body, cargo, and passengers – while also enduring complex dynamic loads including vertical, lateral, braking, and traction forces. These loads fluctuate continuously based on road conditions and driving maneuvers, requiring the axle housing to provide high strength, stiffness, and durability to ensure safety operation of the entire e-axle. Axle housing for e-axles 2.1 Structural Types of E-Axle Housings 2.1.1 Integral (One-Piece) Axle Housing Produced by casting or welding, integral housings are the mainstream solution for heavy-duty truck e-axles.  Cast one-piece housings offer high strength and stiffness and are widely used in medium- and heavy-duty e-axles. They withstand heavy payloads, high impact loads, and demanding duty cycles. Welded one-piece housings provide lightweight construction and manufacturing efficiency, making them suitable for urban delivery vans and light commercial vehicles where mass reduction is critical. Brogen one-piece axle housing for heavy-duty truck e-axles 2.1.2 Sectional (Split) Axle Housing Split housings are assembled using bolts or other fasteners. They are easier to manufacture and service, but due to reduced stiffness and potential joint failure, they are less common in heavy-truck e-axle applications, especially where high loads are involved. E-axle with three-piece axle housing 2.2 Materials and Manufacturing Processes Common materials for e-axle housings include: Cast steel – Very high strength and toughness, suited for harsh environments, but more expensive to produce. Ductile iron – Offers excellent castability and balanced mechanical performance at lower cost, widely adopted for e-axles. Stamped and welded steel plate – Lightweight and material-efficient, frequently used in light-duty e-axles where mass matters. Manufacturing considerations: Casting allows complex geometries and high stiffness, but has a higher cost and longer production cycles. Welding enables cost-efficient, high-throughput production but requires strict process control to prevent weld defects that may impact reliability. 3. Half Shafts in the E-Axle: Precision Torque Transmission Components In an e-axle system, the half shaft transfers torque from the differential (or motor output via reduction gears) to the wheel ends. It must endure not only continuous torque loads but also bending forces and dynamic impacts from uneven road surfaces and steering operations. For commercial vehicles, these conditions are particularly demanding. Half shaft structure 3.1 Half Shaft Types in Truck E-Axles 3.1.1 Full-Floating Half Shaft The most widely used design in truck e-axles. The wheel hub is supported by two tapered roller bearings on the axle housing, so the half shaft’s sole function is torque transmission. It does not bear vertical or bending loads. This improves fatigue resistance, durability, and reliability – ideal for heavy-duty trucks and high-load electric applications. 3.1.2 Three-Quarter Floating Half Shaft Transmits torque and needs to withstand part of the bending moment. It’s less common in e-axles due to inferior load performance compared with full-floating designs. 3.1.3 Semi-Floating Half Shaft Simple and low-cost; it must carry both torque and wheel-induced loads. Used mainly in passenger cars and some light commercial EVs where cost and lightweighting take priority. Half shaft 3.2 Materials and Manufacturing Processes Common materials for e-axle half shafts include 40Cr, 42CrMo, and other high-strength alloy steels. Heat treatments such as quenching and tempering significantly enhance strength, toughness, and wear resistance. Typical manufacturing stages: Forging – Improves grain structure and ensures high mechanical strength. Precision machining – Ensures dimensional accuracy and fit with differential and wheel-end interfaces. Heat treatment – Enhances fatigue resistance and extends service life under harsh EV duty cycles. 4. Wheel-End Assemblies: The Terminal Interface of the E-Axle Drive System The wheel end is the part that directly connects an e-axle to the wheels and serves as the final stage of the drive system. Its performance has a direct impact on driving safety and handling. The wheel end is primarily composed of the hub, tire, braking components, bearings, and other parts. These components work together to enable vehicle driving, steering, and braking functions. Brogen e-axle wheel-end 4.1 Wheel Hub The hub supports the tire and connects to the half shaft via high-load bearings. Common materials: Aluminum alloy – Lightweight with strong heat dissipation, reducing unsprung mass and improving handling and efficiency. Often used in premium commercial vehicles. Steel – High strength and cost-effective, widely used in mainstream trucks and buses. Hub design must ensure strength, stiffness, and excellent dynamic balance; otherwise, vibration, steering shake, and reduced safety may result. 4.2 Tires Commercial vehicle tires must offer: High wear resistance Large load capacity Strong grip and puncture resistance Tire selection must match vehicle’s duty cycle and application: Long-haul EV trucks  → low rolling resistance, high mileage Construction vehicles → puncture-resistant, high-load tire structures Tire pressure maintenance is essential for both safety and lifespan. 4.3 Brake Systems at the Wheel End The braking system is a critical safeguard for vehicle safety, allowing the wheels to decelerate or stop quickly when needed. At the wheel end of commercial vehicles, the two commonly used braking types are drum brakes and disc brakes. Drum brakes – Simple, cost-effective, high brake torque. Limitations include poor heat dissipation

A Complete Overview of Automotive Steering Systems: Structure, Working Principles, and EPS/EHPS Technologies 1. Steering System Structure and Operating Principles 1.1 Steering System Structure Steering Control Mechanism: This includes the steering wheel, steering column, and the two tie rods connecting them. These components allow the driver to apply steering input to the vehicle. Steering Gear (Steering Mechanism): As the core of the steering system, the steering gear amplifies the driver’s input force and changes the direction of force transmission. Common types include rack-and-pinion, recirculating ball, and worm-crank designs. Steering Linkage: A series of rods and mechanical linkages between the steering gear and the steering knuckles. Their role is to transfer output force from the steering gear to the steering knuckle, enabling wheel angle changes while maintaining correct steering geometry. Power-Assist Systems: Systems such as electro-hydraulic power steering (EHPS) and electric power steering (EPS) use electronic control of hydraulic pumps or electric motors to provide steering assist, improving steering ease and driving comfort. 1.2 Operating Principle of the Steering System Using a rack-and-pinion system as an example: The steering wheel is connected to the steering column, so turning the wheel rotates the column. Through the steering intermediate shaft and joints, torque is transmitted to the input shaft of the steering gear. The rack-and-pinion mechanism converts the rotational input into linear (or near-linear) motion, pushing or pulling the steering linkage and steering knuckle, causing the front wheels to steer. The rack-and-pinion steering gear reduces speed and increases torque while converting rotational motion into linear motion. Rack-and-pinion type 2. Types of Steering Systems 2.1 Mechanical Steering Systems Mechanical steering linkages connect the steering gear to the wheels and transfer steering force to the knuckles while maintaining proper steering geometry. 2.2 Hydraulic Power Steering (HPS) Hydraulic power steering reduces steering effort and absorbs road shocks. The key feature of a hydraulic power steering system is that the power steering pump is driven either by the engine’s accessory belt or by an electric motor. The pump delivers pressurized steering fluid to the steering control valve, which regulates the pressure and directs the flow. The fluid is then routed to one side of the hydraulic cylinder inside the steering gear, where it generates the assist force that drives the rack-and-pinion mechanism. Rack-and-pinion type hydraulic power steering 2.3 Electro-Hydraulic Power Steering (EHPS) EHPS systems solve the drawbacks of traditional HPS. Instead of being driven by the engine belt, the hydraulic pump is driven by an electric motor. An electronic control unit (ECU) adjusts the motor speed and hydraulic flow based on vehicle speed and steering angle velocity. This enables continuously adjustable assist torque to suit both low-speed maneuvering and high-speed stability requirements. Electro-Hydraulic Power Steering 2.4 Electric Power Steering (EPS) Electric Power Steering (EPS) uses an electric motor to provide steering assist, applying torque to either the steering column or the steering rack. A gear reduction mechanism typically connects the motor to the steering components.  A torque sensor measures steering torque and direction. The ECU calculates required assist based on torque, steering direction, and vehicle speed. The motor outputs a corresponding torque to provide steering assistance. EPS assistance varies with steering torque, vehicle speed, and steering angle. With automated parking systems, the EPS motor can also control steering automatically. Characteristics: Low-speed steering: High assist for light steering effort High-speed steering: Lower assist for better road feel and vehicle stability Most EPS systems offer selectable steering modes (Comfort, Standard, Sport) with different assist curves. Electro-Hydraulic Power Steering EPS assistance varies with steering torque, vehicle speed, and steering angle. With automated parking systems, the EPS motor can also control steering automatically. Characteristics: Low-speed steering: High assist for light steering effort High-speed steering: Lower assist for better road feel and vehicle stability Most EPS systems offer selectable steering modes (Comfort, Standard, Sport) with different assist curves. EPS can be categorized by motor placement: 2.4.1 C-EPS (Column EPS) Brogen C-EPS The motor is mounted on the steering column. Advantages: Compact structure; suitable for small vehicles with low assist demand. Disadvantages: Motor vibration may directly affect steering feel; closer to the cabin → higher noise intrusion. 2.4.2 P-EPS (Pinon EPS) Brogen P-EPS The motor is mounted on the pinion of the steering gear. Advantages: Compact; suitable for small vehicles. Disadvantages: Similar to C-EPS, motor interference may affect steering feel. 2.4.3 DP-EPS (Pinon EPS) Brogen DP-EPS Adds an additional motor-driven pinion shaft. Advantages: Better noise performance; provides higher assist; motor acts on the rack → reduced sensitivity to torque ripple; suitable for mid-to-high-end vehicles Disadvantages: Higher cost 2.4.4 R-EPS (Pack EPS) Brogen R-EPS Uses a more precise ball-screw assist mechanism. Its operating principle is as follows: when the electric motor rotates, it drives the ball-nut through a belt pulley. As the ball-nut rotates, the recirculating balls inside convert this rotation into linear motion, moving the rack shaft left or right. Advantages: high efficiency; capable of large assist torque; commonly used in MPVs, commercial vehicles, and premium cars. 3. Brogen Power Steering Systems At Brogen, we offer a comprehensive range of power steering solutions for commercial vehicles, including EPS, EHPS pumps, EH-RCB, and eRCB systems, which support various vehicle types and performance requirements. Learn more here: https://brogenevsolution.com/electric-power-steering-solutions/ Business inquiry: contact@BrogenEVSolution.com Contact Us Get in touch with us by sending us an email, using the Whatsapp number below, or filling in the form below. We usually reply within 2 business days. Email: contact@brogenevsolution.com Respond within 1 business day Whatsapp: +8619352173376 Business hours: 9 am to 6 pm, GMT+8, Mon. to Fri. LinkedIn channel Follow us for regular updates > YouTube channel Ev systems introduction & industry insights > ContactFill in the form and we will get in touch with you within 2 business days.Please enable JavaScript in your browser to complete this form.Please enable JavaScript in your browser to complete this form. Name * FirstLast Work Email *Company Name *Your Project Type *– Please select –Car, SUV, MPVBus, coach, trainLCV (pickup truck, light-duty truck, etc.)HCV (heavy-duty truck, tractor, trailer, concrete mixer, etc.)Construction machinery (excavator, forklift, crane, bulldozer, loader, etc.)Vessel, boat, ship,

How Electric Truck Axles Enhance Semi-Truck Performance: A Technical Look at the J6L BEV Developing battery-electric semi-trucks involves managing energy efficiency, thermal performance, system mass, and packaging constraints while keeping operating requirements in mind. At the 2025 China Commercial Vehicles Show (CCVS), FAW Jiefang presented a 400 kWh J6L 6×4 battery-electric semi-truck that uses dual electric truck axles. Its drivetrain configuration provides an example of how e-axle-based layouts can influence the performance and operation of a BEV semi-truck intended for demanding duty cycles. 1. Energy Consumption Characteristics The J6L is equipped with two 240 kW two-speed electric drive axles, replacing the more common centralized motor and prop-shaft system. 1.1 Mechanical Layout Effects Switching to electric truck axles removes the prop-shaft and several intermediate driveline components, reducing system mass by roughly 140 kg. A shorter transmission path also decreases mechanical losses, improving efficiency by about 5% during steady-state operation. 1.2 Operating Modes Each electric truck axle is equipped with a 2-speed transmission, allowing the vehicle to operate in five useful combinations: Both e-axles in low gear – for high-load launch, grades, or rapid acceleration. One low / one high – for low-speed, full-load stop-and-go conditions. Both in high gear – for loaded high-speed cruising (up to 89 km/h). One low / one neutral – single-axle drive at low speeds when empty to reduce energy use. One high / one neutral – single-axle drive at higher speeds when empty. This gear-state flexibility helps match torque and speed to varying load conditions, improving overall efficiency compared with a fixed-path contralized drivetrain. 1.3 Motor Cooling & Efficiency Both electric truck axles utilize oil-cooled flat-wire motors, which simultaneously support rotor and stator cooling. This reduces torque derating on long climbs and offers a modest efficiency improvement – around 2% – compared with water-cooled designs. 1.4 Estimated Energy Use Typical 49-ton BEV trucks transporting sand and gravel operate at: ~1.6 kWh/km loaded ~0.8 kWh/km empty With its dual-axle configuration and reduced mechanical losses, the J6L’s estimated energy use is: ~1.4 kWh/km loaded ~0.7 kWh/km empty   2. Packaging and Cost Considerations Current BEV heavy-truck layouts generally fall into three categories: Rear-mounted battery + centralized drive Under-frame transverse batteries + e-axle Side-mounted batteries + centralized drive The J6L uses rear-mounted batteries combined with dual electric truck axles, a layout that simplifies packaging on the existing J6L platform. Battery System Configuration Under-frame solutions frequently use three 171 kWh battery packs (513 kWh). While this increases range, it also raises cost. The J6L’s 400 kWh arrangement provides a balance for sand-and-gravel transport, where: A 342 kWh dual-pack layout is typically insufficient for the daily operating range A full 513 kWh system increases the cost significantly The chosen configuration reduces battery system cost while still meeting expected range requirements. Conclusion The J6L BEV reflects how electric drive axles can influence key aspects of BEV semi-truck development: reduced mechanical losses and lower mass, improved torque and speed matching under various load conditions, better energy consumption in mixed duty cycles, and straightforward integration on an existing platform. For OEMs evaluating next-generation BEV platforms, this example illustrates how e-axle configurations can support efficiency and packaging goals in heavy-duty commercial applications. Brogen EV Solutions for Electric Semi-Truck For electric semi-trucks, we offer proven electric truck axles that have entered SOP and are now deployed at scale in BEV heavy-duty trucks. Learn more here: https://brogenevsolution.com/electric-axle-for-truck/ We also provide custom EV battery systems for heavy-duty trucks, including LFP battery packs, BMS, PDU, BTMS, and other key subsystems. Learn more here: https://brogenevsolution.com/electric-truck-battery-solution/ Business inquiry: contact@BrogenEVSolution.com Contact Us Get in touch with us by sending us an email, using the Whatsapp number below, or filling in the form below. We usually reply within 2 business days. Email: contact@brogenevsolution.com Respond within 1 business day Whatsapp: +8619352173376 Business hours: 9 am to 6 pm, GMT+8, Mon. to Fri. LinkedIn channel Follow us for regular updates > YouTube channel Ev systems introduction & industry insights > ContactFill in the form and we will get in touch with you within 2 business days.Please enable JavaScript in your browser to complete this form.Please enable JavaScript in your browser to complete this form. Name * FirstLast Work Email *Company Name *Your Project Type *– Please select –Car, SUV, MPVBus, coach, trainLCV (pickup truck, light-duty truck, etc.)HCV (heavy-duty truck, tractor, trailer, concrete mixer, etc.)Construction machinery (excavator, forklift, crane, bulldozer, loader, etc.)Vessel, boat, ship, yacht, etc.Others (please write it in the note)Your Interested Solutions *– Please select –Motore-AxleBatteryChassisAuxiliary inverterOBC / DCDC / PDUAir brake compressorEPS / EHPS / SbW / eRCBBTMSOthers (please write it in the note)Do you have other contact info? (Whatsapp, Wechat, Skype, etc.)Please introduce your project and your request here. * Checkbox * I consent to receive updates on products and events from Brogen, and give consent based on Brogen’s Privacy Policy. Submit

Electric Truck Project in Portugal with Brogen Electric Truck Motor This project marks an important milestone as we partnered with a new energy company in Portugal to deliver their first next-generation electric heavy truck. The vehicle is powered by our e-powertrain system, integrating the electric motor and the gearbox, supporting the client’s transition toward cleaner and more sustainable transport solutions. Project Overview Project timeline: 2021 Offered solutions: e-powertrain, power steering system, braking system, integrated auxiliary converter Application model: 40-ton pure electric heavy duty truck Provided services: pre-sales consultation, solution planning, technical coordination, product testing, post-sales technical support, remote debugging Challenges in the Client’s First Battery Electric Truck Project Because this was the client’s first battery electric truck development, both sides faced several challenges: 1. Limited EV Technical Background: Although the parent company had experience in construction and energy storage, the EV division lacked the engineering expertise needed to develop a fully electric powertrain, high-voltage system, and vehicle integration plan. 2. High Development Costs & Long Timelines: Building an in-house solution would require significant R&D investment, potentially prolonging development and delaying vehicle launch. 3. Need for Clear Technical Alignment: Our first priority was to establish efficient communication and fully understand the client’s performance targets, vehicle architecture, and expectations – so we could provide a tailored EV solution that met all operational requirements. Our Approach The electric truck motor used in this project To support the project from concept to delivery, we followed a structured and collaborative process: Requirement Analysis: We worked closely with the client to review propulsion needs, electrical architecture, voltage standards, thermal management, and packaging constraints. Customized Engineering: Our engineering team designed a complete e-powertrain solution, assisted the client with system integration, and provided engineering guidance during development and testing. Long-Term Support: We continued to provide remote technical support, software updates, and troubleshooting after delivery, ensuring stable long-term operation of the vehicle. Solutions We Provided A. 350 kW Integrated E-Powertrain System The electric powertrain system efficiency map System Features Integrated motor: a streamlined design for convenient vehicle layout, eliminating phase harness EMC radiation while minimizing energy loss. Real-time weight measurement: ensures precision within 10%, while dynamic slope measurement boasts an accuracy of ±0.2° and static accuracy of ±0.1°. Adaptive shift timing: responds to factors like vehicle weight, slope, and driver input, including throttle system, pedal depth, and acceleration, adjusting shift points dynamically. Shift time clocks in at under 0.7s. Digital intelligent shifting: employs an electronically controlled shifting system for precise gear changes, enhancing overall performance. Technical Parameters The electric powertrain system with the gearbox Rated / peak power: 220 / 350 kW Rated voltage: 618 V Rated / peak speed: 1400 / 3000 rpm Rated / peak torque: 1500 / 2500 N.m Rated / peak current: 340 / 610 A Protection level: IP67/H Cooling method: liquid cooling Applicable models: heavy truck Explore our other electric truck motor solutions here: https://brogenevsolution.com/electric-motors-for-truck/ B. 4 kW Electro-Hydraulic Power Steering (EHPS) We have supplied the 4 kW electro-hydraulic power steering system (EHPS) on the truck. The integrated design combines a motor, steering pump, ECU, DC power processing, and oil tank into a single unit, which maximizes space utilization, simplifies system integration, and offers compact size and light weight. System Parameters Rated power: 4 kW Rated voltage: AC 380 V Rated current: 7.4 A Rated torque: 34.2 N.m Rated speed: 1200 rpm Peak power: 10.75 kW Back EMF (rated speed): 140 V/krpm Peak current: 19.2 A Peak torque: 85.6 N.m Peak speed: 1281 rpm Controlled flow: 18±2 L/min Insulation class: H Rated efficiency: 92% Line resistance (20°C): 1.88Ω Phase resistance (20°C): 0.9Ω Working frequency: 80 Hz Protection class: IP67 Pole pairs: 4 Q-axis inductance: 9.3 mH D-axis inductance: 12.5 mH Explore our other EHPS solutions here: https://brogenevsolution.com/electro-hydraulic-power-steering-system-ehps/ C. 4 kW Air Brake Compressor We have supplied the 4 kW oil-free air brake compressor for the electric heavy truck. With the latest technology, our air compressor delivers air that’s entirely oil and water-free, eliminating concerns of oil emulsification, leaks, and fire hazards. Its innovative structural design minimizes energy waste during compression, optimizing efficiency. The air brake compressor used in this project System Parameters Rated exhaust: 380 L/min Rated exhaust pressure: 1 Mpa Exhaust pressure: 1.2 Mpa Dimensions: 560*335*370 mm Motor power: 4 kW Weight: 65 kg Operating temperature: -40°C ~ + 60°C Protection class: IP67 Explore our other electric air brake compressor solutions here: https://brogenevsolution.com/air-compressors-for-commercial-vehicles/ D. Integrated Auxiliary Inverter We have used the 3-in-1 auxiliary inverter for the project, which consists of a DC/DC converter, a DC/AC oil pump, and a DC/AC air compressor. This integrated and lightweight design significantly reduces system weight and size. It not only offers a lightweight solution but also delivers substantial space, wiring, and cost savings for electric commercial vehicles. Explore our other integrated auxiliary inverter solutions here: https://brogenevsolution.com/auxiliary-inverters-for-hev/ Project Results The e-powertrain system installed on the truck Our systems performed exceptionally well on the client’s 40-ton electric heavy trucks, earning high satisfaction from the client.  Due to the strong results, the client promptly initiated another project involving a 26-ton logistics truck (AGV) for port operations, utilizing our systems to efficiently transport goods between sites. Our Customizable Solution for Heavy-Duty Trucks At Brogen, we provide a wide portfolio of EV systems for electric trucks, including: Electric truck motors or integrated e-powertrain Traction battery systems Steering and braking systems Auxiliary power electronics High-voltage distribution and wiring harnesses Our modular and customizable solutions help OEMs accelerate the development of reliable electric commercial vehicles while reducing engineering complexity and cost. Looking for an EV solution for your project? Reach out to us at contact@BrogenEVSolution.com Contact Us Get in touch with us by sending us an email, using the Whatsapp number below, or filling in the form below. We usually reply within 2 business days. Email: contact@brogenevsolution.com Respond within 1 business day Whatsapp: +8619352173376 Business hours: 9 am to 6 pm, GMT+8, Mon. to Fri. LinkedIn channel Follow us for regular updates > YouTube channel Ev systems introduction & industry insights > ContactFill in the

Concrete Mixer Electrification Project: Boost Fuel Efficiency & Reduce Costs Project Overview: Concrete Mixer Electrification In 2022, a concrete company approached us to implement a concrete mixer electrification solution for their fleet of 22 trucks. The goal was to reduce fuel consumption and improve operational efficiency by replacing the traditional hydraulic drum drive with a battery-powered electric system. Challenges in Concrete Mixer Operations Concrete mixer trucks face persistent challenges: High idling rates: 36%–70% of the operation involves idling while the mixing drum rotates. Extended operating hours: Trucks run 12–14 hours daily, but only half the time is spent driving. Excessive fuel consumption: The engine must stay on to keep the drum turning. Maintenance & engine wear: Continuous idling shortens engine life and increases maintenance costs. These challenges make concrete mixer electrification an ideal solution to save fuel and reduce operational downtime. Our Electric Drive Solution for Mixer Drums We implemented a battery-powered electric motor system to enable concrete mixer electrification. Key benefits include: Independent drum rotation: Onboard battery powers the drum during loading, unloading, or idle periods, allowing the engine to be turned off without interrupting drum operation. Energy-efficient loop: Surplus engine energy is captured to recharge the battery, minimizing power draw. Reduced fuel consumption: Eliminates unnecessary engine idling while keeping the drum rotating. Improved operation & comfort: Air conditioning and other vehicle systems remain fully functional during drum operation. Results & ROI from Concrete Mixer Electrification After almost a year of operation: Trucks achieved monthly fuel savings up to $1,000. Engine wear and maintenance requirements were reduced. Rapid return on investment: initial system costs expected to be recovered within months. This concrete mixer electrification project demonstrates how battery-powered drum drives can transform construction fleets—delivering fuel efficiency, sustainability, and reliable performance. Brogen EV Solution for Construction Machinery Electrification At Brogen, we provide customized EV solutions for construction machinery electrification, covering traction batteries, electric powertrains, and retrofit systems for various equipment, including concrete mixer trucks, mining trucks, e-trailers, tractors, cranes, and more. If you’re looking for an EV solution for your project, get in touch with us at contact@BrogenEVSolution.com to discuss your requirements. Contact Us Get in touch with us by sending us an email, using the Whatsapp number below, or filling in the form below. We usually reply within 2 business days. Email: contact@brogenevsolution.com Respond within 1 business day Whatsapp: +8619352173376 Business hours: 9 am to 6 pm, GMT+8, Mon. to Fri. LinkedIn channel Follow us for regular updates > YouTube channel Ev systems introduction & industry insights > ContactFill in the form and we will get in touch with you within 2 business days.Please enable JavaScript in your browser to complete this form.Please enable JavaScript in your browser to complete this form. Name * FirstLast Work Email *Company Name *Your Project Type *– Please select –Car, SUV, MPVBus, coach, trainLCV (pickup truck, light-duty truck, etc.)HCV (heavy-duty truck, tractor, trailer, concrete mixer, etc.)Construction machinery (excavator, forklift, crane, bulldozer, loader, etc.)Vessel, boat, ship, yacht, etc.Others (please write it in the note)Your Interested Solutions *– Please select –Motore-AxleBatteryChassisAuxiliary inverterOBC / DCDC / PDUAir brake compressorEPS / EHPS / SbW / eRCBBTMSOthers (please write it in the note)Do you have other contact info? (Whatsapp, Wechat, Skype, etc.)Please introduce your project and your request here. * Checkbox * I consent to receive updates on products and events from Brogen, and give consent based on Brogen’s Privacy Policy. Submit

30 kW / 70 kW Electric Axles for Pickup Trucks, Mini Trucks, Vans Our 30 kW / 70 kW electric axles for pickup trucks, mini trucks, and vans are engineered with a lightweight and compact architecture, reducing both weight and space for light commercial vehicles.  With a highly compact design, the motor and gearbox are integrated directly into the rear axle, enabling easier installation, simplified layout, and improved energy efficiency. This integration also contributes to a more sustainable and environmentally friendly vehicle platform. Currently, this solution has entered the SOP phase and is now in mass production, with large-scale deployment across electric mini truck platforms. Email: contact@brogenevsolution.com Get Custom Quote Solution Details High integration: compact structure, efficient transmission Fully release the X-direction space for battery layout Lighter system weight than traditional central drive system Low development difficulty, low manufacturing cost Better overall performance indicators such as the driving performance, economu, and EKG value Model OEHY-192 Rated power 30 kW Peak power 70 kW Rated torque 80 N.m Peak torque 230 N.m Rated speed 3600 rpm Peak speed 9000 rpm Cooling method Liquid cooling Final drive ratio 10.5:1 *The specifications may vary based on configuration, and customization options are available. For detailed parameter information, please contact us at: contact@BrogenEVSolution.com Case Studies Electric Mini Truck Project in Thailand A Thailand-based OEM sought to develop an electric mini truck prototype and engaged us to provide an electric powertrain solution. After assessing their vehicle requirements, we supplied our integrated e-axle system with an MCU, along with a 3-in-1 CDU combining the OBC, DC/DC converter, and PDU. Throughout the development phase, our engineering team customized and optimized the software to match the client’s vehicle architecture. Our experts remained on standby to provide prompt technical support and resolve any issues encountered during integration and testing. Within less than a year, the customer placed a second purchase order for further vehicle validation. Following a successful full-vehicle testing, the electric mini truck entered mass production. Refrigerated Pickup Truck Conversion Project in the United States A U.S.-based fleet operator specializing in refrigerated pickup trucks aimed to electrify its fleet to achieve more sustainable operations and reduce long-term operating costs. After receiving the complete vehicle specifications and refrigeration system requirements, we proposed our 70 kW electric axle purpose-built for pickup applications, along with other auxiliary systems. 30kW / 70kW electric axle for pickup trucks DC/DC converter Electric air-conditioning compressor Electric water pump Air brake compressor Contact Us Get in touch with us by sending us an email, using the Whatsapp number below, or filling in the form below. We usually reply within 2 business days. Email: contact@brogenevsolution.com Respond within 1 business day Whatsapp: +8619352173376 Business hours: 9 am to 6 pm, GMT+8, Mon. to Fri. LinkedIn channel Follow us for regular updates > YouTube channel Ev systems introduction & industry insights > ContactFill in the form and we will get in touch with you within 2 business days.Please enable JavaScript in your browser to complete this form.Please enable JavaScript in your browser to complete this form. Name * FirstLast Work Email *Company Name *Your Project Type *– Please select –Car, SUV, MPVBus, coach, trainLCV (pickup truck, light-duty truck, etc.)HCV (heavy-duty truck, tractor, trailer, concrete mixer, etc.)Construction machinery (excavator, forklift, crane, bulldozer, loader, etc.)Vessel, boat, ship, yacht, etc.Others (please write it in the note)Your Interested Solutions *– Please select –Motore-AxleBatteryChassisAuxiliary inverterOBC / DCDC / PDUAir brake compressorEPS / EHPS / SbW / eRCBBTMSOthers (please write it in the note)Do you have other contact info? (Whatsapp, Wechat, Skype, etc.)Please introduce your project and your request here. * Checkbox * I consent to receive updates on products and events from Brogen, and give consent based on Brogen’s Privacy Policy. Submit

120 kW / 240 kW E-Axle for Light Truck, Van, Minibus The 120 kW / 240 kW e-axle adopts a dual-motor design with a rated axle load capacity of 5,000 kg. It is engineered for light commercial vehicles, including light trucks, vans, and 7-8 meter minibuses or coaches, that demand high performance, efficiency, and compact integration. Featuring a distributed drive architecture, the e-axle enables precise torque control for improved traction and stability under various driving conditions. Its built-in safety redundancy further enhances operational reliability, meeting the stringent requirements of premium electric commercial vehicles. The system has successfully entered the SOP phase and is now in mass production. Email: contact@brogenevsolution.com Get Custom Quote Solution Details This 240 kW e-axle features a highly compact and integrated design, incorporating two motors, two reduction gear assemblies, two brake assemblies, two brake chambers, upper and lower cross beams, dual hydraulic reservoirs, a 2-in-1 motor controller, and an electronic differential system. With the adoption of electronic differential technology, the left and right drive systems are independently controlled, enhancing overall performance and maneuverability. Basic Structure With high torque and power density, the two PMSM drive motors provide a strong and reliable output.  The wheel-side reducers on each side reduce the motor output speed while amplifying the torque delivered to the wheels. The 2-in-1 motor controller controls the left and right motors to operate at the desired speed, angle, direction, and response time. Working Principle The VCU calculates the total torque demand based on the driver’s acceleration or deceleration intent.  The electric drive control unit (DCU) allocates the total torque between the left and right drive motors based on the steering angle, vehicle posture sensors, and road surface traction coefficients.  Technical Specifications Model OEEA850F Axle load 5000 kg Maximum output torque 2×4272 N.m Maximum output power 2×120 kW Maximum wheel speed 880 rpm Tire specifications (standard) 215/75R17.5 Axle assembly weight 421 kg Protection level IP68 Speed ratio 10.68 Motor type PMSM Working voltage range 450-720 VDC Coolant 50% ethylene glycol + 50% water The parameters may vary depending on the configuration. For more parameter information, please contact us at contact@BrogenEVSolution.com Key Features of Brogen 240 kW Electric Axle for Light Truck, Van, Minibus Distributed Drive It employs distributed drive technology, enabling precise independent control of torque and speed for each wheel. This enhances safety redundancy, ensuring the vehicle remains operational even if one motor fails. Compact & Lightweight​ The compact design integrates two motors, the reduction assembly, braking systems, and the drive axle, effectively minimizing the need for complex components and the space required by traditional drivetrains. Advanced Core Technologies Our electric axles for light trucks can be integrated with advanced safety configurations and strategies, such as EDS, EASR, and IESS, to enhance vehicle safety and stability, especially during critical maneuvers like steering or acceleration. Gallery Contact Us Get in touch with us by sending us an email, using the Whatsapp number below, or filling in the form below. We usually reply within 2 business days. Email: contact@brogenevsolution.com Respond within 1 business day Whatsapp: +8619352173376 Business hours: 9 am to 6 pm, GMT+8, Mon. to Fri. LinkedIn channel Follow us for regular updates > YouTube channel Ev systems introduction & industry insights > ContactFill in the form and we will get in touch with you within 2 business days.Please enable JavaScript in your browser to complete this form.Please enable JavaScript in your browser to complete this form. Name * FirstLast Work Email *Company Name *Your Project Type *– Please select –Car, SUV, MPVBus, coach, trainLCV (pickup truck, light-duty truck, etc.)HCV (heavy-duty truck, tractor, trailer, concrete mixer, etc.)Construction machinery (excavator, forklift, crane, bulldozer, loader, etc.)Vessel, boat, ship, yacht, etc.Others (please write it in the note)Your Interested Solutions *– Please select –Motore-AxleBatteryChassisAuxiliary inverterOBC / DCDC / PDUAir brake compressorEPS / EHPS / SbW / eRCBBTMSOthers (please write it in the note)Do you have other contact info? (Whatsapp, Wechat, Skype, etc.)Please introduce your project and your request here. * Checkbox * I consent to receive updates on products and events from Brogen, and give consent based on Brogen’s Privacy Policy. Submit