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Choosing the Right Electric Truck Motor in 2026: Oil-Cooled vs. Water-Cooled Solutions Oil-cooled electric truck motors have become a frequent topic in product launches and technical discussions. Many OEMs and EV manufacturers are now evaluating whether oil cooling represents a meaningful step forward compared to traditional water-cooled electric truck motors. What exactly is an oil-cooled motor? How does it differ structurally from a water-cooled motor? How should engineers choose between oil cooling and water cooling for electric truck motor applications? This article provides a technical, application-oriented comparison of motor cooling technologies, focusing on structure, thermal performance, power density, reliability considerations, and real-world operating scenarios. 1. Why Cooling Matters for an Electric Truck Motor An electric truck motor consists primarily of a stator and a rotor. The stator windings generate a magnetic field when energized, driving the rotor—typically embedded with high-strength permanent magnets—at high rotational speeds. However, electrical resistance in the windings generates heat. Under high load, motor temperatures can exceed 200°C, which may lead to: Partial demagnetization of permanent magnets Reduced continuous power output Accelerated insulation aging Shortened motor service life Effective thermal management is therefore critical for any high-power electric truck motor, especially in heavy-duty or long-duration operating conditions. Currently, three cooling approaches are commonly used: air cooling, water cooling, and oil cooling. 2. Three Motor Cooling Methods Explained 2.1 Air-Cooled Motors Air-cooled electric truck motor structure Air-cooled electric truck motor working principle Air cooling uses a fan mounted on the motor shaft to dissipate heat through forced air convection. Advantages: Simple structure No auxiliary cooling circuit Low cost Limitations: Limited cooling capacity Typically suitable for motors below ~20 kW Air-cooled motors are widely used in household appliances and small industrial equipment, but they are not suitable for electric truck motor applications due to insufficient thermal performance. 2.2 Water-Cooled Motors For electric trucks, motor power levels are significantly higher: Electric heavy-duty trucks: peak power up to ~400 kW Electric light-duty trucks: peak power up to ~180 kW At these levels, air cooling is inadequate. Water-cooled electric truck motors address this by adding a cooling jacket around the stator housing. Coolant circulates at high flow rates to remove heat from the stator. Water-cooled electric truck motor structure Water-cooled electric truck motor structure At these levels, air cooling is inadequate. Water-cooled electric truck motors address this by adding a cooling jacket around the stator housing. Coolant circulates at high flow rates to remove heat from the stator. Key characteristics Efficient heat removal from the stator Mature, widely adopted technology Proven reliability and serviceability Technical limitation Water cooling primarily cools the stator only. The rotor is separated by an air gap and relies mainly on radiative heat transfer, which is less efficient than direct conduction. As a result, under continuous high-load or peak-power operation: Motor temperature can exceed limits within a short time (often ~1 minute at peak output) Torque derating (“thermal torque limitation”) is required to protect the motor In real-world operations, this may force the vehicle to reduce power output or stop temporarily until temperatures return to safe levels. 2.3 Oil-Cooled Motors Oil-cooled electric motor Oil-cooled electric motor To further enhance thermal performance, oil-cooled electric truck motors introduce internal oil circulation. High-pressure oil is directed through channels inside the motor — often passing through the stator core and directly contacting the rotor. An external oil-water heat exchanger transfers heat from the oil to the vehicle’s coolant loop. Oil pump and oil-water heat exchanger for the oil-cooled electric motor Key advantages: Direct cooling of both stator and rotor Significantly higher heat transfer efficiency Higher allowable continuous and peak power Because both active components are cooled simultaneously, oil-cooled motors can achieve: Higher power density Higher continuous torque capability Improved performance under sustained high-load conditions Trade-offs: More complex internal structure Higher machining precision requirements Increased manufacturing cost Higher system complexity 3. Performance Comparison: Oil-Cooled vs. Water-Cooled Electric Truck Motors 3.1 Heavy-Duty Truck Example For electric heavy-duty trucks using motors of similar external size: Cooling Type Peak Power Peak Torque Rated Power Rated Torque E-powertrain with dual water-cooled motors 420 kW 620 N.m 220 kW 360 N.m E-powertrain with dual oil-cooled motors 600 kW 1200 N.m 400 kW 600 N.m Dual-motor water-cooled electric powertrain Dual-motor oil-cooled electric powertrain Under identical packaging constraints, the oil-cooled electric truck motor (powertrain) delivers substantially higher peak and continuous performance, demonstrating its superior power density. 3.2 Light-Duty Truck Example Cooling Type Peak Power Peak Torque Rated Power Rated Torque Water-cooled motor 167 kW 410 N.m 75 kW 160 N.m Oil-cooled motor (slightly smaller) 180 kW 400 N.m 90 kW 220 N.m Light truck e-axle with water-cooled motor Light truck e-axle with oil-cooled motor In short-duration events such as deceleration or short climbs, both motors may perform similarly. However, during extended uphill operation (e.g., a 10 km climb at 4% grade), the oil-cooled motor maintains: ~20% higher rated power ~37.5% higher rated torque This translates into clear advantages for long-gradient, high-load transport, especially in mountainous regions. 4. Application Scenarios and Selection Guidelines From a purely technical perspective, oil-cooled motors represent a clear performance upgrade for electric truck motor systems. However, cooling choice should always be driven by operating conditions, system architecture, and cost targets. 4.1 Heavy-Duty Electric Trucks Recommended water-cooled motor when: Central drive architecture Standard payload operation Predominantly highway, national road, or flat terrain use Sufficient chassis space for larger motors Priority on cost control, maturity, and serviceability Recommended oil-cooled motor when: E-axle (integrated electric drive axle) architecture with limited packaging space Frequent heavy-load operation Mountainous routes with long or steep gradients (>3 km) Sustained high-power demand Brogen water-cooled electric powertrain Brogen oil-cooled electric drive axle 4.2 Light-Duty Electric Trucks Recommended water-cooled motor when: Standard payload Urban distribution or intercity logistics Flat or moderate terrain Focus on lower vehicle purchase cost and faster ROI Recommended oil-cooled motor when: Frequent heavy-load operation Mountainous regions with long climbs (>5 km) Historical issues with thermal torque limitation Higher demand for continous power and torque stability 5. Final Thoughts Oil-cooled and water-cooled

Electric Semi-Truck Proven in Heavy-Duty Transport: A 94-Ton Road Train Case From Sweden Electrification of heavy-duty transport is no longer limited to urban delivery or short regional routes. With advances in drivetrain technology, battery capacity, and trailer integration, electric semi-trucks are now capable of handling demanding heavy-load logistics—offering fleets lower emissions, higher payload efficiency, and predictable operational costs. Here, we break down a real-world solution: a 94-ton electric road train operating in Sweden, demonstrating the feasibility and scalability of electric heavy-duty logistics. System Overview: Electric Semi-Truck + Double Trailer Configuration The solution employs: Electric semi-truck: Scania R 450E A6x4HB electric semi-truck Trailers: Two connected trailers using a dolly, forming a 33.5-meter road train Total weight: 94 tons Payload: 63.3 tons Cargo volume: 200 m³ Powertrain highlights: Maximum motor power: 450 kW (≈612 hp) Maximum motor torque: 3,500 Nm Battery system energy: 624 kWh Fast charging capability: 375 kW DC, fully recharged in ~1 hour Regenerative braking: up to 600 kW This configuration enables daily trips of 150 km, with the electric semi-truck maintaining energy efficiency and reliability under heavy-duty operations. Key Engineering Advantages Payload optimization: The high-capacity electric powertrain allows the combination to carry 36% more payload than standard diesel trucks, reducing trip frequency and improving fleet efficiency. Energy efficiency: Large battery system energy combined with high-power regenerative braking ensures effective energy recovery during deceleration, downhill operation, and stop-start driving. Scalable charging strategy: Integration with high-power DC chargers at terminal points supports predictable turnaround times, crucial for logistics operators managing tight schedules. Real-World Application: Timber Logistics Case in Sweden In Sweden, a 33.5-meter electric road train transports timber between Karlskoga and Skoghall, leveraging: Side-tipping trailers for efficient unloading of wood chips Double-trailer setup to maximize cargo volume and payload efficiency Predictable route operation, ideal for electric drivetrains The system demonstrates that electric semi-trucks can handle high payloads (63.3 tons) and large cargo volumes (200 m³) while reducing CO₂ emissions by over 1,000 tons annually for a single fleet. Expanding Applications This electrification approach is applicable beyond timber transport. With predictable routes and heavy payload requirements, similar electric semi-truck solutions can be deployed for: highway side tippers, heavy-duty side tippers, mining side tippers, tankers, bowl tippers, belly dumpers, and specialized industrial trailers. Key considerations for fleet integration include: E-powertrain and battery sizing for the payload and route Charging infrastructure placement along fixed routes Trailer design for optimized loading/unloading Regulatory compliance for road train length and weight Takeaways for EV Builders and Trailer Manufacturers Electric semi-trucks are no longer limited to short-haul or urban applications.With the right system architecture and operational design, electrification is now technically and commercially viable for heavy-duty logistics. Application scenarios must be defined before electrifying the semi-truck and trailer system.Duty cycles, payload profiles, road conditions, climate, and route predictability directly influence vehicle-level control strategies, energy management logic, and system calibration. Electrification should be driven by real operating conditions—not by generic platform assumptions. System integration is a prerequisite, not an afterthought.The semi-truck, trailer, battery system, charging infrastructure, and control software must be engineered as a unified system to ensure stable performance under high-load operation. Payload efficiency gains translate into measurable operational value.Higher usable payloads reduce trip frequency, lower cost per ton-kilometer, and improve fleet productivity—while simultaneously cutting emissions. Mature and reliable solutions matter in heavy-duty electrification.For EV builders and trailer manufacturers, proven components, validated system architectures, and field-tested configurations are essential to minimize technical risk and ensure long-term operational reliability. This case demonstrates that, when electrification is approached from a system-level, application-driven perspective, electric semi-trucks can become reliable and scalable alternatives to diesel in heavy-duty logistics—offering a realistic path forward for fleets and OEMs alike. Our EV Solutions for Semi-Trailer Truck Electrification At Brogen, we support pilot electrification projects for EV builders and trailer manufacturers by providing tailored e-powertrain solutions for heavy commercial vehicles. We can offer e-powertrain solutions for both the semi-truck and trailer. Brogen Electric Powertrain Solutions for Semi-Trucks – Central Drive Traction Motor + Multi-Speed AMT For electric semi-trucks, our e-powertrain portfolio includes a central drive motor combined with a multi-speed AMT transmission, designed to meet the torque and durability requirements of heavy-duty operations. Solution architecture This architecture is well-suited to high-payload and variable-duty-cycle applications, offering robust traction performance while maintaining drivetrain efficiency across different operating conditions. Maximum motor power: up to 550 kW Maximum system output torque: over 24,000 N.m Learn more here: https://brogenevsolution.com/electric-motors-for-truck/ Brogen e-powertrain (motor+multi-speed AMT) in the factory Brogen e-powertrain (motor+multi-speed AMT), on the truck Brogen Electric Powertrain Solutions for Semi-Trucks – Electric Drive Axle In addition, we offer more compact electric drive axle (e-axle) solutions, with multiple configurations available: Single-motor or dual-motor architectures Central drive or distributed drive layouts Solution architecture These solutions are adaptable to a wide range of HCV applications. Depending on configuration, the maximum system output torque can exceed 50,000 N.m, enabling reliable performance under extreme load conditions. Learn more here: https://brogenevsolution.com/electric-axle-for-truck/ Brogen electric axle installed on the HCV Brogen electric axle in the factory Brogen Electrified Trailer Solutions For the trailer side, we also provide electrified trailer solutions based on our dual-motor electric axle technology. This approach enables the trailer to contribute to vehicle dynamics and energy efficiency actively. Brogen electrified trailer solution Key benefits include: Auxiliary Traction SupportProvides additional driving force to support the semi-truck during acceleration, hill climbing, and heavy-load operation, improving overall drivability and reducing peak load on the tractor powertrain. Intelligent Regenerative BrakingElectrically decouples regenerative braking from mechanical braking, allowing precise brake force control and maximizing energy recovery without compromising braking safety or stability. Reduced Energy Consumption of the TractorBy sharing traction and braking loads, the electrified trailer helps lower energy demand on the semi-truck, extending effective driving range and improving overall system efficiency. Improved Stability Under Heavy LoadsActive torque control at the trailer axle enhances vehicle stability during low-speed maneuvering, uneven road conditions, and downhill operation. Modular and Scalable IntegrationThe electrified trailer system can be integrated into new platforms or pilot projects with minimal impact on existing vehicle architecture, making it

Electric Axle for Truck Platforms: Why Multi-Speed, Single-Motor Architectures Still Matter? As electrification continues to move into medium- and heavy-duty truck segments, the electric axle for truck platforms is increasingly evaluated not only by motor output, but by system-level considerations such as packaging constraints, functional integration, and duty cycle adaptability. For OEMs and truck manufacturers, selecting an electric axle for truck applications is no longer a purely component-level decision. It is a drivetrain architecture choice that directly affects vehicle layout, efficiency, and application coverage. Among the available solutions, the single-motor, multi-speed electric axle for trucks remains a highly relevant option — particularly for platforms that require both performance flexibility and compact integration. Engineering Challenges in Electric Axle Design for Trucks Designing an electric axle for truck applications presents unique challenges that differ significantly from those of passenger vehicles. In electric heavy-duty trucks, integrating the electric motor and transmission into the drive axle inevitably increases axial packaging length outside the axle housing. If not carefully managed, this can lead to interference with chassis structures, suspension components, or auxiliary systems — limiting platform flexibility. One common response is to reduce the number of gear ratios in the electric axle. While this simplifies packaging, it often introduces trade-offs between: Low-speed launch torque and gradeability High-speed cruising efficiency Energy consumption across mixed truck duty cycles At the same time, many truck applications require additional functional interfaces within the electric axle, including: Power take-off (PTO) Hydraulic pump output Mechanical differential locking For many electric axle for truck designs, limited installation space restricts the integration of these functions, ultimately narrowing the vehicle’s usable operating scenarios. Our Multi-Speed Electric Axle for Truck Applications Our single-motor, multi-speed electric axle for trucks Our multi-speed, single-motor electric axle platform is designed to address these constraints, specifically optimized for heavy-duty use cases. The architecture combines: A compact parallel-shaft two-speed gearbox A planetary gear-based high/low range mechanism This configuration enables a four-speed transmission layout within a reduced axial envelope, improving compatibility with medium- and heavy-duty truck chassis designs. More importantly, the compact layout preserves sufficient space for functional expansion, allowing the electric axle to integrate PTO interfaces, hydraulic pump output, and differential locking mechanisms.  This makes the electric axle suitable not only for highway trucks, but also for vocational and mixed-duty applications where auxiliary functions are required. Brogen single-motor, multi-speed centralized electric axle for trucks System-Level Advantages of Truck OEMs and EV Builders From a vehicle integration perspective, this electric axle for truck platforms delivers several key system-level benefits: Improved drivetrain efficiency across both low-speed, high-load, and cruising conditions Reduced reliance on oversized motors, improving overall system efficiency Greater adaptability to diverse truck duty cycles, from line-haul to vocational use Expanded application coverage, without compromising chassis layout By balancing performance, efficiency, and functional integration, the multi-speed electric axle provides OEMs with greater freedom in truck platform design. Conclusion: Choosing the Right Electric Axle for Truck Platforms There is no universally optimal electric axle for truck applications. For OEMs and EV builders, the right solution depends on duty cycle severity, vehicle layout constraints, auxiliary function requirements, and cost-performance targets. Our multi-speed, single-motor electric axle for truck platforms remains a highly practical choice where packaging efficiency, energy optimization, and functional flexibility must be achieved simultaneously. In truck electrification, architecture-driven decisions consistently outperform feature-driven design —and the electric axle is no exception. Explore our electric axle for truck solutions here: https://brogenevsolution.com/centralized-electric-drive-axle-solution-for-trucks/ 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

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? 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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