brogenevsolution.com, Author at Brogen EV Solution | Shanghai OE Industrial Co., Ltd.

Heavy-Duty Electric Truck Axles (504 kW / 620 kW)

Heavy-Duty Electric Truck Axles (504 kW / 620 kW) These heavy-duty electric truck axles feature a dual-motor integrated design and are engineered for high-performance applications. With a rated axle load of 13 tons and a maximum system power output of 504 kW or 620 kW, they are capable of meeting the demanding requirements of various heavy-duty commercial vehicles, including 4×2, 6×4, and 8×4 configurations such as municipal vehicles, semi-trucks, and dump trucks. By delivering strong performance and efficiency under heavy-load conditions, these e-axles help significantly reduce both carbon emissions and overall energy consumption. Email: contact@brogenevsolution.com Get Custom Quote Heavy-Duty Electric Truck Axles: Solution Details 1. Solution Features of Our Heavy-Duty Electric Truck Axles Dual Motor + 4-speed AMT Configuration: Adaptable to multiple use cases, from high-capacity long-haul electric semi-trucks to high-torque construction trucks operating under frequent load shifts. Modular Design for Easier Maintenance: High integration of motors and gearbox enables a compact layout and simplifies service and maintenance processes. Transverse Layout Without Hypoid Gear Set: Eliminates the hypoid gear set to reduce mechanical losses, enhancing transmission and regenerative braking efficiency. One-piece Axle Housing with Aluminum Alloy Casing: Integrated cast axle housing offers higher structural strength and sealing performance; aluminum casing helps reduce overall system weight. 2. Technical Parameters Model OESTEA45000Z-1 OESTEA45000Z-2 E-Powertrain Rated Axle Load 13 T (16 T Under Development) Wheel-End Output Torque 45000 N.m 45000 N.m Assembly Weight 985 kg 990 kg Reference Leaf Spring Distance 1018-1050 mm (Adjustable) Wheel Mounting Distance 1837 mm Compatible Suspension Leaf Spring / Air Suspension Motor Parameters Motor Rated/Peak Power 150/252 kW*2 190/310 kW*2 Motor Rated/Peak Torque 285/550 N.m 280/590 N.m Motor Maximum Speed 9000 rpm Transmission Parameters Speed Ratio 4-speed 1st: main transmission 71.0+auxiliary transmission 46.8 2nd: main transmission 36.3+auxiliary transmission 46.8 3rd: main transmission 20.0+auxiliary transmission 13.2 4th: main transmission 10.2+auxiliary transmission 13.2 Brake Brake Specifications Drum brake φ410*220; disc brake 22.5″ Brake Torque 2*18000 N.m (drum brake); 2*22000 N.m (disc brake) Air Brake Chamber Specifications 30/24 (recommended) Other Options Differential Lock Optional PTO Optional PTO for retrofit 3. Advanced AMT Technology – Built for Smarter, Smoother Electric Trucks This electric truck axle platform features a 4-speed AMT. It enables active speed synchronization between the motor and the transmission input shaft, allowing for rapid and smooth gear shifts. By combining gear profile modification with in-depth analysis of casing and shaft tooth deformation, the system achieves optimal meshing conditions, minimizing transmission error and reducing efficiency loss. Faster gear shifting: Reduced shift time improves drivability, especially under frequent stop-and-go scenarios. Higher drivetrain efficiency: Enhances energy use and supports longer driving range. Lower NVH: Quiet and smooth gear transitions improve driving comfort. Lower maintenance cost: Long-life gear oil with no initial oil chaange required; supports extended intervals of 50,000-200,000 km. 4. Key Performance Data Weight reduction vs. direct drive (dual axle): 22% per set Range improvement vs. direct drive: Up to 20% Energy use: 10% less per 100 km at 49t full load vs. industry average Axial space saving: 40% Deployed units (to date): ~13,000 Projected annual production capacity (2025): Over 10,000 units How We Ensure the Reliability of Our Electric Truck Axles Our electric truck axles undergo a rigorous multi-level validation process to guarantee long-term performance, safety, and durability under real-world operating conditions. Component-Level Testing Over 50 tests are conducted on individual components to verify structural integrity, strength, and consistency. These include: Vibration Salt spray Tensile Torsion Hardness Full-dimension inspections Subsystem-Level Testing More than 90 tests are performed across all core subsystems – including the shifting mechanism, gearbox, motor, high/low voltage controllers, wiring harnesses, and software. These tests fall into six major categories: Module validation Functional testing Performance testing Durability testing Reliability testing Environmental resistance System-Level Testing Over 50 tests are carried out at the system level using specialized test benches and real-vehicle road trials, including: High and low temperature cycling Thermal shock testing Salt spray and corrosion resistance Waterproof and dustproof validation Vibration and noise testing System integration and special-condition simulation R&D and Manufacturing Excellence Comprehensive and Integrated R&D Capabilities The R&D team is built on a robust, cross-functional framework encompassing structural engineering, electronic hardware, system architecture, software development, testing, and manufacturing processes. We maintain a full-spectrum development capability that spans from concept design to real-world validation. With in-house expertise in mechanical design, control unit development, computer-aided simulation, bench testing, and complete vehicle road testing, we are equipped to support rapid iteration and innovation across the entire product lifecycle. Hybrid and pure electric powertrains Transmission systems and controllers Electric motors and motor controllers Shift and clutch actuators Vehicle control units (VCUs) Quality Management & Full Lifecycle Traceability The factory strictly adheres to IATF 16949, ISO 14001, and other international standards, ensuring precise control over every production process and uncompromising quality in every product. The digital management system enables a full lifecycle traceability and control, ensuring that every component is trackable and accountable from production to delivery. In 2025, the e-axle for trucks production capacity is expected to exceed 10,000 units, further demonstrating our ability to scale with quality and consistency. 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

Heavy Transport, Technologies

250kW / 290kW E-Axle for Trucks, Heavy-Duty Truck E-Powertrain

250 kW / 290 kW E-Axle for Trucks Our 250 kW / 290 kW e-axle for trucks integrates a high-efficiency PMSM, transmission, and axle into a compact unit. By leveraging the gear ratio of the integrated transmission, the system delivers high torque output even with a relatively smaller motor. The wheel-end output torque can reach up to 40,000 N.m, making it ideal for 6×4 and 4×2 truck tractors, semi-trailers, water tankers, garbage trucks, dump trucks, and other heavy-duty transport or municipal vehicles. This e-axle system is already in mass production and has been deployed in batch applications on electric semi-trailers. Email: contact@brogenevsolution.com Get Custom Quote E-Axle for Trucks: Solution Details Item Technical Parameters Model OESTEA40000Z-1.5 OESTEA40000Z-1.6 E-Powertrain Axle Load 13 T Wheel-End Output Torque 40000 N.m Assembly Weight 1030 kg Motor Parameters Motor Rated / Peak Power 121 kW / 250 kW 136 kW / 290 kW Motor Rated / Peak Torque 320 N.m / 850 N.m 326 N.m / 860 N.m Motor Peak Speed 10000 rpm Transmission Gear Ratio 13.2/4.4 Axle Wheel-Side Gear Ratio 3.478 Rim Mounting Distance 1822 mm Brake Type Drum Brake / φ410×220 Maximum Brake Torque (0.8MPa) 2×18000 N.m 2×18000 N.m PTO N.A. Optional Differential Lock Optional Solution Features IP67 water and dust protection, along with rigorous high/low temperature and vibration testing, ensures outstanding system reliability. One-piece axle housing provides high load-bearing capacity while maintaining ease of maintenance. Driveshaft eliminated, allowing more space in the chassis for flexible and efficient battery pack installation. Integrated design results in lighter weight, higher efficiency, and better energy savings. Technology Highlights Our e-axle for trucks features a 2-speed AMT. It enables active speed synchronization between the motor and the transmission input shaft, allowing for rapid and smooth gear shifts. By combining gear profile modification with in-depth analysis of casing and shaft tooth deformation, the system achieves optimal meshing conditions, minimizing transmission error and reducing efficiency loss. Shorter gear shifting time Higher transmission efficiency Lower operating noise How We Ensure the Reliability of Our E-Axle for Trucks Our e-axle system undergoes a rigorous multi-level validation process to guarantee long-term performance, safety, and durability under real-world operating conditions. Component-Level Testing Over 50 tests are conducted on individual components to verify structural integrity, strength, and consistency. These include: Vibration Salt spray Tensile Torsion Hardness Full-dimension inspections Subsystem-Level Testing More than 90 tests are performed across all core subsystems – including the shifting mechanism, gearbox, motor, high/low voltage controllers, wiring harnesses, and software. These tests fall into six major categories: Module validation Functional testing Performance testing Durability testing Reliability testing Environmental resistance System-Level Testing Over 50 tests are carried out at the system level using specialized test benches and real-vehicle road trials, including: High and low temperature cycling Thermal shock testing Salt spray and corrosion resistance Waterproof and dustproof validation Vibration and noise testing System integration and special-condition simulation R&D and Manufacturing Excellence Comprehensive and Integrated R&D Capabilities The R&D team is built on a robust, cross-functional framework encompassing structural engineering, electronic hardware, system architecture, software development, testing, and manufacturing processes. We maintain a full-spectrum development capability that spans from concept design to real-world validation. With in-house expertise in mechanical design, control unit development, computer-aided simulation, bench testing, and complete vehicle road testing, we are equipped to support rapid iteration and innovation across the entire product lifecycle. Hybrid and pure electric powertrains Transmission systems and controllers Electric motors and motor controllers Shift and clutch actuators Vehicle control units (VCUs) Quality Management & Full Lifecycle Traceability The factory strictly adheres to IATF 16949, ISO 14001, and other international standards, ensuring precise control over every production process and uncompromising quality in every product. The digital management system enables a full lifecycle traceability and control, ensuring that every component is trackable and accountable from production to delivery. In 2025, the e-axle for trucks production capacity is expected to exceed 10,000 units, further demonstrating our ability to scale with quality and consistency. Application Example This e-axle for trucks has been successfully deployed in 6×4 battery electric semi-trucks, which are now in mass production. Key vehicle specifications include: curb weight: 11 tons; gross vehicle weight:25 tons; maximum towing capacity: 37 tons; top speed: 89 km/h 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

BTMS project - 1 EV thermal management system for electric mining truck

Heavy Transport, Technologies

EV Thermal Management System for Battery Electric Mining Trucks

EV Thermal Management System for Battery Electric Mining Trucks For battery electric mining trucks, it’s critical to maintain the traction battery within an optimal temperature range to ensure both performance and safety. Given the high charge and discharge currents typical of mining operations, the EV thermal management system adopts a liquid cooling technology with superior heat dissipation efficiency. How Does the EV Thermal Management System for Battery Electric Mining Trucks Work? The EV thermal management system for battery electric mining trucks works by actively heating or cooling the coolant to keep the battery operating between 25°C and 35°C, which is considered the ideal thermal range for lithium battery performance. The system is also capable of maintaining the temperature difference between individual cells within 5°C, ensuring consistent operation and extending overall battery lifespan. Operating Principle The heat exchanger inside the EV thermal management system features two flow channels: one channel circulates coolant, the other circulates refrigerant. These channels are alternately arranged:odd-numbered layers carry coolant, while even-numbered layers carry refrigerant. Heat is exchanged between the two media, reducing the temperature of the coolant before it is circulated into the battery pack to absorb and dissipate heat from the cells. In cold environments, a PTC heater is activated to warm the coolant, which in turn heats the battery, ensuring safe operation and charging efficiency at low ambient temperatures. A simplified schematic of the EV thermal management system Our Integrated EV Thermal Management System for Battery Electric Mining Trucks Our integrated EV thermal management system for battery electric mining trucks is designed to address the following key challenges: Cabin climate control Maintain a comfortable temperature and airflow for the driver. Defrost and defog the windshield for clear visibility. Control cabin humidity and air outlet temperature to ensure a clear driving view. Battery temperature regulation Prevent extreme temperatures from affecting charging/discharging rates and battery lifespan. Motor cooling Maintain optimal coolant temperature for efficient motor operation. Limited space constraints Electric commercial vehicles require additional battery cooling, but lack waste heat from an engine. Complex vehicle layout with multiple components. Solution Introduction The integrated EV thermal management solution is engineered to manage both cabin and e-powertrain temperature needs. By sharing core components such as the condensers module and compressor module, the system supports both air conditioning and equipment cooling/heating, ensuring stable and efficient vehicle operation. Solution Advantages High Efficiency & Energy Saving: Features variable-speed compressor, smart fan control, and motor waste heat recovery to minimize energy consumption. Reliable and Safe: Equipped with multiple layers of protection for pressure, temperature, current, and voltage to ensure system safety. Intelligent Control: Supports CAN bus vehicle communication, human-machine interface (HMI), and real-time display of temperature and airflow conditions. Highly Integrated Design: Combines heating and cooling modules into a single compact unit, with shared use of PTC heaters, fans, and other components to reduce footprint and simplify vehicle layout. Discover our BTMS Solutions here: https://brogenevsolution.com/battery-thermal-management-system-btms/ About Brogen At Brogen, we provide advanced EV solutions for global commercial vehicle manufacturers, enabling them to streamline research and development while capitalizing on cutting-edge technology. Our offerings ensure superior efficiency, extended range, and seamless system integration with proven reliability—empowering our partners to lead in the rapidly evolving green mobility landscape. Currently, our EV solutions for battery electric heavy trucks have been adopted by vehicle manufacturers in countries and regions such as Canada, Türkiye, Brazil, the Philippines, Indonesia, the Middle East, and more. Discover our HCV electrification solution here: https://brogenevsolution.com/heavy-duty-vehicle-electrification-solutions/ 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 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

EV Industry

In-Depth Overview of Battery Thermal Management Systems (BTMS) for Electric Semi Trucks

In-Depth Overview of Battery Thermal Management Systems for Electric Semi Trucks As electric semi trucks gain traction in global logistics, maintaining battery performance and safety under varied environmental conditions is critical. This is where the Battery Thermal Management System (BTMS) comes into play. 1. Introduction of BTMS for Electric Semi Trucks The Battery Thermal Management System (BTMS) in electric semi trucks is a closed-loop liquid cooling system composed of coolant circuits and thermal conductive media. By leveraging sensors and a control unit, the system actively regulates coolant temperature to keep the traction battery pack operating within an optimal thermal range. This ensures peak battery performance, extends service life, and enhances overall vehicle safety. 1.1 Key Functions of the BTMS Cooling: When battery cell temperatures rise excessively, the system activates cooling to prevent thermal runaway and potential safety incidents. Preheating: In low-temperature environments, the system preheats the battery cells to ensure safe and efficient charging/discharging operations. Temperature Equalization: It reduces internal temperature differences among cells, minimizing localized overheating and maintaining uniform battery performance. 1.2 Structure and Operating Principle The BTMS consists of the following major components: Liquid Cooling Unit: Provides pressurized, temperature-regulated coolant to the system. Expansion Tank: Manages fluid storage, replenishment, and thermal expansion. Coolant Pipes: Serve as channels for the antifreeze coolant and connect with the battery’s internal cooling plates to form a sealed loop. Antifreeze Coolant: Acts as the heat transfer medium. Two common layout configurations exist for the cooling unit – top-mounted or bottom-mounted on the battery pack. The expansion tank is located on the top of the battery pack. System interfaces include 1 observation window, 2 coolant ports, and 3 electrical connectors. 1.3 System Schematic and Configurations (Examples) 282 kWh Battery System (Charging or Swappable Version): Consists of four H-type modules arranged in a 2-parallel x 2-series configuration. 350 kWh Battery System (Charging or Swappable Version): Includes ten C-type modules arranged in a 5-parallel x 2-series configuration. 2. Liquid Cooling Unit: Three Thermal Circuits The battery thermal management relies on three interlinked circuits: Liquid Cooling Circuit: Electric water pump, plate heat exchanger, battery cooling channels Refrigerant Circuit: Compressor, condenser, expansion valve, plate heat exchanger Air Circuit: Electric fan, condenser There are two heat exchange interfaces: Plate Heat Exchanger: Enables heat transfer between the refrigerant loop and the liquid cooling loop. Condenser: Transfers heat between the refrigerant loop and the air circuit. Key Components and Functions Integrated Controller: This unit combines three control modules – PLC, DC-DC, and DC-AC – in one compact system. It collects data from high-pressure and low-pressure sensors, as well as inlet and outlet temperature sensors. The controller receives operational commands and target coolant temperatures from the BMS, enabling precise control over the operation of the electric water pump, compressor speed, and electric fan speed. Compressor: A core component of the refrigerant circuit, the compressor is responsible for absorbing, compressing, and discharging the refrigerant to maintain circulation. The cooling capacity of the liquid cooling loop depends on the proper functioning of the compressor. Electric Water Pump: It drives the circulation of antifreeze within the liquid cooling loop. It plays a vital role in transferring heat away from the battery cells through the liquid-cooled plates. Without proper pump operation, battery cooling cannot be achieved effectively. Electric Fan: Mounted on the exterior side of the condenser, this suction-type fan delivers continuous airflow across the condenser surface, dissipating the heat absorbed by the refrigerant. If the fan fails to operate correctly, the system may experience pressure faults due to insufficient heat dissipation. Condenser: The condenser transforms high-temperature, high-pressure gaseous refrigerant into a high-pressure liquid state. If the condenser becomes clogged or dirty, airflow is reduced, leading to decreased heat transfer efficiency and diminished cooling capacity. This results in minimal temperature difference across the coolant circuit and continuous temperature rise in battery cells, which may trigger system pressure alarms. Regular cleaning and maintenance of the condenser are essential for safe operation in electric vehicles. Plate Heat Exchanger: This component facilitates thermal exchange between the low-temperature refrigerant and the high-temperature antifreeze. After passing through the exchanger, the antifreeze temperature typically drops by 2°C to 5°C under normal operating conditions. Expansion Valve With Thermal Sensing Bulb: This valve converts the refrigerant from a medium-temperature, high-pressure liquid into a low-temperature, low-pressure liquid. The thermal sensing bulb detects temperature inside the cooling pipe and adjusts the valve’s operating accordingly to regulate refrigerant flow. Due to its high sensitivity to temperature fluctuations, the expansion valve and thermal bulb are insulated with protective layers. Sensors: High-pressure and low-pressure sensors monitor pressure levels within the refrigerant circuit. Inlet and outlet temperature sensors measure coolant temperatures at the water inlet and outlet of the liquid cooling unit. These signals are sent to the PLC controller, which uses the data to dynamically manage the operation and speed of the compressor, water pump, and fan, ensuring stable and efficient thermal regulation. Our Battery Thermal Management Solutions for Electric Semi Trucks At Brogen, we provide tailored EV battery systems along with BTMS solutions. For electric semi-trucks and other heavy-duty vehicles, we offer standard 272 kWh and 350 kWh battery systems, paired with BTMS units ranging from 5 kW to 10 kW. The thermal units feature a lightweight aluminum alloy frame and can be optionally equipped with PTC liquid heaters. They support multiple operation modes, including standby, cooling, heating, and self-circulation. Communication is based on the CAN bus protocol, with built-in self-diagnosis, real-time status monitoring, and fault reporting capabilities. In addition, we offer integrated thermal management solutions tailored to customer requirements. These systems share components, such as the compressor and condenser, between the air-conditioning circuit and the battery cooling system. The architecture includes dual evaporator circuits: one for cabin climate control and the other for battery temperature regulation. The battery cooling loop uses a secondary liquid-cooling heat exchange approach to ensure efficient and stable thermal performance. Technical Parameters Model OETLE205 OETLE207 OETLE208 OEEFDR-01 OEEFDR-02 OEEFDR-03 OEEFDR-04 Cooling capacity 5 kW 7 kW 8 kW 3 kW 5 kW

brogen electric motor for trucks electric truck motor with AMT for electric dump trucks

EV Industry, Heavy Transport

Integrated ePowertrain Solution for Electric Dump Trucks: Motor + 2-Speed AMT

Integrated ePowertrain Solution for Electric Dump Trucks:Motor + 2-Speed AMT This integrated ePowertrain solution is ideal for Class 7 electric heavy-duty trucks around 12 tons, such as electric dump trucks. It combines a high-performance motor with a 2-speed AMT to optimize system efficiency and extend the lifespan of key components, even under heavy-duty operating conditions. Lower energy consumption Higher torque performance Long-term durability Safety and environmental friendliness Enhanced driving comfort Email: contact@brogenevsolution.com Get Custom Quote Optimized ePowertrain for Heavy-Duty, Low-Speed Operations Background In today’s electric heavy-duty truck market, many OEMs adopt a direct-drive architecture – using a single PMSM to drive the shaft – mainly to reduce cost. While simple and cost-effective, this design struggles to deliver efficient motor performance across both low-speed high-torque and high-speed low-torque working conditions. This challenge becomes even more critical for electric dump trucks operating in urban construction and transport scenarios, where vehicles often run under heavy-load and low-speed conditions such as uphill driving or stop-and-go operation. Our Solution: PMSM + 2-Speed AMT ePowertrain To overcome the limitations of traditional direct-drive systems in electric dump trucks, we provide a dedicated ePowertrain solution that pairs a high-performance PMSM with a 2-speed AMT. This configuration is specifically engineered to enhance energy efficiency and extend system durability under heavy-duty, low-speed operating conditions. This combination enables the motor to operate more efficiently in low-speed, high-torque scenarios – such as hill climbing or fully loaded starts, where energy losses are typically high. By optimizing motor load and shifting gears as needed, this system helps reduce overall power consumption and prolong motor life, even during continuous high-load operation. In addition, the inclusion of a 2-speed AMT provides greater flexibility for PTO integration, which is essential for construction and utility vehicles that require hydraulic lifting or other auxiliary power applications. System Parameters Model Drive motor Transmission System PTO Rated/peak power Rated/peak torque Maximum speed Number of gears Speed ratio Maximum output torque System weight Maximum output torque Speed ratio OETED3010 80/160 kW 500/1100 N.m 4500 rpm 2 1st – 2.7412nd – 1 3015 N.m 174 kg 1.175 300 N.m OETED3380 120/185 kW 650/1300 N.m 3500 rpm 2 1st – 2.7412nd – 1 3380 N.m 210 kg 1.175 300 N.m Solution Advantages – High Reliability & Proven Performance Our 2-speed AMT gearbox is rigorously tested to meet the highest reliability standards: Waterproof, dustproof, high/low temperature, salt spray, and vibration resistance Over 3x rated torque in static torsion tests 1 million gear shifts in durability per gear 200,000 km bench durability simulation 50,000+ km road testing Consistency testing across 50 units Targeted service life: 1 million kilometers Over 30,000 units of the motor+AMT ePowertrain have been deployed Application Example This electric dump truck is equipped with a motor and a 2-speed AMT e-powertrain. The motor delivers a peak power of 160 kW, significantly improving efficiency during low-speed, high-torque operating conditions. Discover more of our electric truck motor solutions here: https://brogenevsolution.com/electric-motors-for-truck/ Business inquiry: contact@BrogenEVSolution.com We usually reply within 2 business days. 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

EV Industry, Heavy Transport

Electric Truck Axle Guide: How to Choose the Right E-Axle for Heavy-Duty Trucks?

Electric Truck Axle Guide: How to Choose the Right E-Axle for Heavy-Duty Trucks? As electric heavy-duty trucks continue to gain market share, a clear understanding of key drivetrain systems—especially the electric truck axle—is becoming increasingly important for OEMs and commercial EV developers. What types of electric truck axles are available today, and what technical factors should be considered when selecting the right solution? In this article, we explore the core dimensions of electric truck axle selection, including structural layout, motor configuration, transmission stages, and PTO integration. This guide is designed to support engineering and product teams in making informed decisions when developing or sourcing electric heavy truck platforms. Brogen Electric Truck Axle on the Heavy-Duty Truck 1. The Structure of Electric Truck Axle Traditionally, a drive axle consists of four main subassemblies. Axle Housing: As the core load-bearing structure, the housing plays a critical role in supporting the entire axle system. Depending on the manufacturing process, axle housings can be categorized into three main types: Stamped and Welded Steel Plates: Known for their cost-effectiveness and relatively low weight, this method is commonly used in light-duty applications. Hydroformed Structures: This process enables superior lightweight performance, making it ideal for applications with strict weight constraints. Precision Cast Housings: These offer high structural strength and load-bearing capacity, which is essential for heavy-duty operations and demanding terrains. Final Drive (Main Reducer): It converts torque from the driveshaft into torque at the drive wheels. One of the key performance indicators of the final drive is the diameter of its ring gear – the larger the diameter, the greater the vehicle’s load capacity and wheel-end output torque. Additionally, the gear ratio of the final drive is a critical factor affecting the vehicle’s power delivery and energy efficiency. Inside the final drive, there is also a differential, which allows the left and right wheels to rotate at different speeds when the vehicle is running. Wheel End: This assembly connects directly to the tires and is responsible for high-speed rotation. In older designs, wheel ends required grease lubrication, which routine maintenance typically needed every 50,000 km. Today, most heavy-duty truck axles have adopted maintenance-free wheel ends, significantly reducing service requirements and improving uptime. Braking System: It typically comes in drum or disc configurations. Among drum brakes, there are two common types: S-cam brakes and wedge brakes. Thanks to their simpler structure, faster response, and better space efficiency (especially in tight chassis layouts), wedge-type drum brakes have become the preferred solution in modern heavy-duty trucks. The axle housing, wheel ends, and braking system of this electric drive axle are largely identical to those of a conventional diesel drive axle. From a structural standpoint, electric truck axles are fundamentally similar to traditional diesel axle systems. There are tow primary structural configurations commonly used in the industry: Configuration 1: Integrated Axle Housing Structure This design retains the conventional layout of the axle housing, wheel hubs, and braking system – essentially mirroring a traditional diesel drive axle. The only major difference is the addition of an electric motor and gearbox assembly, which is mounted at the front flange of the axle. The motor delivers torque, which is then stepped down and amplified by the gearbox before being transmitted to the axle to propel the vehicle forward or in reverse. Electric Truck Axle With Integrated Axle Housing The key advantage of this configuration lies in its simplicity. It leverages proven components from diesel truck platforms – including the axle housing, wheel ends, and braking system – which helps reduce development time and keeps costs relatively low. However, there are notable trade-offs. Due to space limitations, it’s difficult to integrate a multi-speed gearbox – typically restricted to two or three gears at most – and there’s usually no room for a PTO. Another major drawback is that the center of gravity of the entire e-axle assembly is offset from the axle line, which can lead to undesirable dynamic behaviors during rapid acceleration or braking. These include pitching motions such as axle lift (front-up) during acceleration and nosedive during deceleration. Configuration 2: Three-Piece Axle Housing Structure Electric Truck Axle With Three Piece Axle Housing Structure This design features square-section axle housings on both sides, with the electric motor and multi-speed gearbox mounted in the center. The three segments are connected via flanges and bolts. The main advantage of this architecture is its compact layout, which allows the gearbox to be designed with 3, 4, or even 6 speeds. This enables improved vehicle performance and energy efficiency, particularly under varying load and terrain conditions. The primary drawback is the increased overall weight due to the bolted flange connections between the three sections. However, the structural integrity of this design is not compromised – the axle can support up to 13 tons, making it fully suitable for heavy-duty applications. Electric Truck With Three-Piece Axle Housing eAxle From a cost perspective, Configuration 1 is more economical and is currently more common in the market. However, from a technological and performance standpoint, the three-piece structure – with its modular layout and support for multi-speed transmissions – is emerging as the mainstream trend in electric axle development for heavy-duty trucks. 2. Choosing the Number of Motors Due to space constraints, electric truck axles typically integrate a single motor. For example, our latest e-axle features a single motor delivering 300  kW peak power (407  hp) and 200  kW rated power (271  hp). It utilizes an oil-cooled system and achieves a maximum output torque of 38,483 Nm. With its integrated axle housing design, it supports a maximum axle load of up to 16,000 kg. Electric Water Truck With Brogen Single Motor Electric Truck Axle To further increase power output, dual-motor configurations are required. These can be arranged in two main ways: Inline configuration: Two motors positioned front and rear, jointly driving the central final drive. Distributed design: Similar to the layout in the Tesla Semi, where the second axle is used as the drive axle. It employs two motors, each driving one half-shaft independently, using

3-in-1 on-board charger (OBC) + DCDC+ PDU onboard charger

EV Industry

Installation Requirements for Onboard Charger (OBC+DCDC) in Vehicle Applications

Installation Requirements for Onboard Charger (OBC + DCDC) 1. General Requirements The onboard charger layout must take into full consideration its mechanical and electrical characteristics, adhering to principles such as ease of assembly/disassembly, system size, cost minimization, and strong electromagnetic compatibility. 2. Positioning Requirements for the Onboard Charger System-level considerations: The orientation of the OBC should be determined based on its function and characteristics, especially the direction of current flow and coolant piping. Sufficient installation space: A minimum clearance of 10 mm must be maintained between the OBC and surrounding components. Proximity principle: The wiring harness connections between the OBC and components such as the charging port, PDU, traction battery, and auxiliary battery should be as short as possible. Avoid placement near areas of high temperature or excessive moisture. 3. Mounting Requirements for the Onboard Charger The OBC should be mounted in a location that allows convenient removal, preferably without the need to lift the entire vehicle. Adequate tool access space must be reserved around all mounting points. 4. Connector Position Requirements Connectors should be positioned as close as possible to the electrical components they are wired to. The space reserved in the direction of the connector should be at least three times the length of the connector itself, while also ensuring the wiring harness has a sufficient bending radius (greater than 5 times the diameter of the harness). 5. Coolant Circuit Requirements The highest point of the OBC coolant circuit should be lower than the reservoir tank. Inlet and outlet hose positions should be oriented according to the direction of coolant flow and placed as close as possible to the corresponding components. For horizontal installations, either side may serve as the inlet/outlet; for vertical installations, coolant should flow bottom-in, top-out. The OBC should be positioned upstream of the EDS in the cooling loop. 6. Crash Safety Requirements The OBC should be located away from high-risk collision zones. 7. Vibration Requirements The OBC must be positioned away from direct vibration sources such as the engine or suspension system. The vibration standard for the onboard charger (when installed on body-mounted components above dampers) is an RMS acceleration of 30.8 m/s². 8. Dimensional Chain Requirements If the OBC mounting bracket consists of multiple parts and is a newly developed component, dimensional chain analysis must be conducted, and mounting hole specifications should be defined accordingly. For existing (carry-over) parts, the design must control dimensional chain deviations to ensure the mounting hole dimensions meet installation requirements. About Brogen At Brogen, we provide advanced EV solutions for global commercial vehicle manufacturers, enabling them to streamline research and development while capitalizing on cutting-edge technology. Our offerings ensure superior efficiency, extended range, and seamless system integration with proven reliability—empowering our partners to lead in the rapidly evolving green mobility landscape. Currently, our EV solutions have been adopted by vehicle manufacturers in countries and regions such as Canada, Türkiye, Brazil, the Philippines, Indonesia, the Middle East, and more. Discover our Onboard Charger & DCDC solutions here: https://brogenevsolution.com/obc-dcdc-pdu/ 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 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

EV Industry

HVIL Explained: What It Is and Why It’s Critical for High-Voltage Safety

HVIL Explained: What It Is and Why It’s Critical for High-Voltage Safety With the rapid development of electric vehicles (EVs), especially the increasing demand for fast charging, the operating voltages used in EVs are steadily rising. While some models still use a 200 V platform, the mainstream adopts 400 V systems, and high-end vehicles are increasingly equipped with 800 V architectures. Some OEMs are now developing even higher voltage platforms of 900 V to 1000 V to support ultra-fast 6C charging. As voltage levels increase, concerns about high-voltage safety in EVs grow accordingly. 1. Safety Challenges Associated with High Voltage The primary safety risk associated with high voltage is electric shock, particularly when high-voltage components become exposed. Besides shock hazards, two other major safety issues related to high-voltage operation are switch arcing and high-voltage power loss. 1.1 High Voltage Exposure The generally accepted safety thresholds for human exposure are approximately 50 VAC or 120 VDC. However, actual safety depends heavily on the environment, contact duration, and body resistance. For example, voltages below 36 VAC or 60 VDC are considered relatively safe in dry conditions, but in wet or conductive environments, safe voltages drop to 12 V to 24 V. Mainstream EV high-voltage systems operate around 400 VDC, far exceeding these safety levels. Exposure to such voltages presents serious risks. To mitigate this, all high-voltage components are enclosed in insulated protective covers. These protective covers must remain securely closed during vehicle operation; any unauthorized opening must be detected and addressed immediately. 1.2 Switch Arcing High-voltage switches, such as connectors, can generate electric arcs when opened or closed under load. This occurs because when the voltage exceeds the breakdown voltage of the surrounding gas or insulation medium, electrons accelerate and ionize surrounding particles, causing an avalanche effect that sustains an electric arc. Such arcs can severely damage switch contacts and pose fire hazards to nearby components and personnel. 1.3 High-Voltage Power Cutoff In traditional vehicles, power is provided by an internal combustion engine. When the engine encounters issues – such as high coolant temperature, emission faults, or operational failures – early warnings and appropriate handling are required. In electric vehicles, propulsion is driven by high-voltage electricity from the power battery to the motor. If high-voltage power is suddenly cut off while the vehicle is in motion, it can result in a complete loss of power, posing safety risks to both the vehicle and its occupants. Therefore, early warnings and safety mechanisms must be in place. Issues such as high-voltage exposure, switching arcs, and unexpected high-voltage disconnection must be detected, monitored, and handled effectively to prevent related safety incidents. The High-Voltage Interlock Loop (HVIL) is a safety mechanism capable of addressing all of these concerns simultaneously. 2. Basic Concept of HVIL HVIL stands for High Voltage Interlock Loop – a safety system designed to monitor the integrity of the high-voltage circuit using a low-voltage signal loop. It continuously checks the connection status of all high-voltage components and wiring harnesses, ensuring the entire system remains intact and safe. HVIL systems typically cover critical components such as the battery pack, Battery Management System (BMS), Vehicle Control Unit (VCU), Power Distribution Unit (PDU), Motor Control Unit (MCU), DC/DC converter, PTC heater, wiring harnesses, connectors, and protective covers. When a fault or disconnection occurs anywhere in the HVIL loop, the system triggers alarms and initiates safety measures. 3. How HVIL Works 3.1 Mechanical Structure As previously mentioned, switch arcing is a common issue in high-voltage systems during operation. In electric vehicles, the primary switches that require connection and disconnection are high-voltage connectors, namely, plugs and sockets. If these connectors are plugged or unplugged while live, arcing can easily occur. This problem is addressed through specialized mechanical design. Standard connectors typically have only two terminals: one for the high-voltage positive and one for the negative. HVIL connectors, however, include an additional pair of low-voltage terminals – positive and negative – used by the HVIL system to monitor circuit integrity. These are referred to as HVIL pins. HVIL Connectors As shown in the diagram above, the HVIL connector features four terminals, with two additional HVIL pins located in the center. The illustration on the right further shows that the contact points of the central HVIL pins are not on the same plane as those of the HV pins on either side. The HVIL pins are shorter, which means that during connection, the HV pins make contact first, followed by the HVIL pins. Connection Sequence and Disconnection Sequence The connection process proceeds from left to right: In the left image, all four pins are fully disconnected. In the middle image, the two HV pins on either side make contact first, while the central HVIL pins are not yet connected. In the right image, the HVIL pins complete the connection, finalizing the engagement of all four terminals. If the HVIL pins detect an abnormal condition, the high-voltage circuit is immediately interrupted. When the HVIL pins are not connected, the system is in an open-loop state – considered abnormal – and the internal circuit will cut off the high-voltage supply. Therefore, before the HVIL pins engage, the high-voltage circuit remains open, preventing any voltage presence and eliminating the risk of arcing. This design ensures safety during connector engagement. The disconnection process occurs in reverse order, from right to left: the HVIL pins disconnect first, followed by the HV pins. Once the HVIL pins open the circuit, the high-voltage power is immediately cut off, ensuring that when the HV pins are separated, no voltage is present – thus guaranteeing safe disconnection. 3.2 Electrical Principle While the issue of switch arcing can be addressed through specialized mechanical design, verifying the integrity of the high-voltage circuit requires an electrical solution. Sample Schematic Diagram of the HVIL Circuit The diagram above illustrates a sample HVIL system, which uses a dedicated HVIL monitoring unit. This unit is connected in series with the HVIL pins of the BMs, MDI, and OBC modules, forming a closed monitoring loop.

EV Industry, Heavy Transport

Development Trends in Battery Electric Heavy Duty Trucks (e-HDTs)

Development Trends in Battery Electric Heavy-Duty Trucks (e-HDTs) 1. Transition Toward Purpose-Built Development of Electric Heavy Duty Trucks In the current stage of the development of electric heavy-duty trucks (e-HDTs), most models still follow a “diesel-to-electric conversion” approach due to immature technologies and limited production scale. However, in the long run, purpose-built development of dedicated e-HDT platforms will be essential for performance enhancement and is the strategic direction adopted by leading OEMs. Today’s diesel-converted e-HDTs retain the basic layout of their diesel counterparts. The internal combustion engine is replaced with an electric motor, and battery packs are typically mounted behind the cab or on both sides of the chassis. While this transitional approach allows for faster product rollout at controlled costs, it comes with performance compromises, such as inefficient chassis space usage, lower drivetrain efficiency, and limited battery space, reducing cargo capacity and driving range, thus affecting operational effectiveness and cost-efficiency. To achieve large-scale commercialization, industry leaders are moving toward ground-up development of e-HDT platforms, optimizing the e-powertrain, chassis architecture, and vehicle aerodynamics to fully unlock the advantages of electrification. 2. Electric Drive Systems Limitations of Central Drive Architecture Most converted e-HDTs continue to use the central drive architecture typical of diesel trucks – simply replacing the engine with an electric motor. This results in systems that are bulky, heavy, and less efficient. Integrated E-Axles & Distributed Drive Purpose-built e-HDTs allow for deep optimization of the electric drivetrain. As commercial EV powertrains become more integrated, both integrated e-axles and distributed drive solutions are emerging. Although distributed drive systems using hub motors are still in early development, integrated e-axles are currently the mainstream choice. Compared to the central drive, integrated e-axles combine the motor, gearbox, and drive shaft into a compact, highly integrated system. Advantages include: Smaller spatial footprint Higher integration and system efficiency Fewer transmission components Lower vehicle weight and increased usable space These benefits translate into improved performance, energy efficiency, and packaging flexibility. High-Voltage Platforms: The Next Step The trend is shifting from 400V systems (common in passenger EVs) and 600V systems (used in commercial vehicles) toward 800V-1000V high-voltage platforms. Key advantages include: Ultra-fast Charging: Higher voltage enables significantly faster charging, especially critical for commercial vehicles with large battery capacities and tight operational schedules. Enhanced Driving Efficiency: Lower current at higher voltage reduces power losses, increasing overall system efficiency and extending driving range. Porsche first adopted the 800V platform in 2019 with the Taycan. Now, commercial vehicle manufacturers are starting to follow suit. The realization of ultra-first charging requires not only vehicle-side high-voltage systems but also widespread deployment of high-powered charging stations. 3. Fast Charging Technology Evolution The realization of ultra-fast charging requires not only vehicle-side high-voltage systems but also widespread deployment of high-powered charging stations. To support the rising demand for ultra-fast charging: Charging Module Power is steadily increasing – from 7.5 kW (1st gen) to 15-20 kW (2nd gen), and now 30-40 kW (3rd gen) in mainstream systems. Liquid-Cooled Systems are becoming standard for improved heat dissipation, reduced noise, and easier maintenance. Tesla’s V2 Supercharger (2019) and GAC Aion’s A480 (2021) are early adopters of liquid-cooled fast-charging technologies. These trends are expected to transition from passenger to commercial EVs in the near future. 4. Chassis Layout Optimization for Electric Heavy Duty Trucks Diesel truck chassis are traditionally designed with a ladder frame to accommodate a front-engine, rear-drive layout. Retaining this setup in e-HDTs creates challenges, especially in battery packaging, leading to inefficient space use and reduced cargo volume. With a clean-sheet design, purpose-built eHDTs can eliminate the driveshaft and re-engineer the frame to accommodate skateboard-style battery layouts. Benefits include: Higher Energy Density: More battery space improves range without compromising cargo space. Structural Integration: Box-section frames housing the battery enhance structural integrity and load-bearing performance. Lower Center of Gravity: Improves handling, cornering stability, and safety. Sleeker Exterior: Optimized space usage allows for better design flexibility. 5. Aerodynamic and Lightweight Body Design for Electric Heavy Duty Trucks With purpose-built platforms, e-HDTs are no longer limited to the traditional “cab-over” shape. Redesigning the cab structure enables the use of lightweight materials and aerodynamic profiles to reduce drag and improve efficiency. For example, most cab-over trucks in China have a drag coefficient (Cd) between 0.55 and 0.65. In contrast, Tesla’s Semi, which features a bullet-nose design and a single-seat cab, claims a Cd as low as 0.36. Conclusion The electrification of heavy-duty trucks is transitioning from retrofitted solutions to fully purpose-built platforms. From integrated drivetrains and high-voltage architectures to optimized chassis and aerodynamic designs, leading OEMs are paving the way for the next generation of e-HDTs designed for higher efficiency, better performance, and large-scale commercial viability. About Brogen At Brogen, we provide advanced EV solutions for global commercial vehicle manufacturers, enabling them to streamline research and development while capitalizing on cutting-edge technology. Our offerings ensure superior efficiency, extended range, and seamless system integration with proven reliability—empowering our partners to lead in the rapidly evolving green mobility landscape. Currently, our EV solutions for battery electric heavy trucks have been adopted by vehicle manufacturers in countries and regions such as Canada, Türkiye, Brazil, the Philippines, Indonesia, the Middle East, and more. Discover our HCV electrification solution here: https://brogenevsolution.com/heavy-duty-vehicle-electrification-solutions/ 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 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

EV Industry, Technologies

How the VCU Manages Power-Up and Power-Down in Electric Vehicles

How the VCU Manages Power-Up and Power-Down in Electric Vehicles: Comprehensive Control Logic Overview 1. Understanding Vehicle Power-Up/ Power-Down Logic Before delving into the vehicle’s power-up and power-down sequences and understand the control strategy via VCU, it’s essential to clarify two fundamental concepts: (1) Why must the VCU control the wake-up of high-voltage component controllers (e.g., BMS, MCU, DCDC, OBC, AC)? Unified vehicle wake-up logic: The vehicle can be awakened via several sources – key ignition, slow charging, fast charging, or remote control. The VCU receives these wake-up signals and subsequently controls the wake-up of other controllers, enabling centralized monitoring and management of the vehicle status while simplifying low-voltage wiring design. Enhanced functionality: By controlling the wake-up of high-voltage components, the VCU facilitates key features such as charging while the vehicle is OFF, remote preconditioning, scheduled charging, and safe sequencing of high-voltage system operations. (2) Key considerations for high-voltage circuits before power-on/off Before power-on: Prevent inrush current: Motor controllers contain large internal capacitors, which allow AC to pass but block DC. At the moment the high-voltage circuit is closed, the capacitors cause the circuit to behave like an AC circuit. If no resistance is present in the circuit (I=U/R), a large inrush current will be generated, potentially damaging high-voltage components. Ensure system safety: Prior to high-voltage activation, safety checks must be performed – verifying proper interlock connections, insulation resistance to prevent electric shock risks, and ensuring there are no high-voltage-related faults. Before power-off: Relay protection: If the system carries a high current during shutdown, opening the relay under load may damage it or cause welding, leading to failure in disconnecting the high voltage. Component protection: Motors can generate back-EMF when rotating. Disconnecting power at high speed can cause voltage spikes (several kV), risking damage to power devices like IGBTs and electric compressors. (3) Diagrams VCU Low-Voltage Schematic Example: Shows typical low-voltage pins used in the VCU; though simplified, it aligns with the overall power control sequence. Vehicle High-Voltage Circuit Example: While layouts vary by manufacturer, the core principles are similar and correspond with the logic described above. 2. Full Vehicle Power-Up and Power-Down Sequence The vehicle’s power-up and power-down process is not a simple on/off switch but a precise system-level operation. When the driver turns the key or presses the start button, the Vehicle Control Unit (VCU) – the vehicle’s central brain – coordinates the initialization of key systems like the MCU, PDU, TCU, and TMS. It manages their low-voltage power-up and sends wake-up signals, ensuring safe and synchronized startup of high-voltage components. Power-Up Sequence: Key On (KL15), VCU wakes up and completes initialization. Wake up high-voltage controllers such as MCU, BMS, DCDC, DCAC, TCU, and TMS. VCU checks the vehicle’s low-voltage system status. If all high-voltage controllers are initialized and there are no HV-related faults, and a high-voltage activation request is present, proceed to step 4; otherwise, stay in step 3. VCU sends a command to close the negative relay. If feedback confirms the relay closed within time t0, proceed to step 5; if not, switch to negative relay disconnection. VCU sends a command to close the positive relay, which is preceded by pre-charge relay activation. After pre-charging, the system confirms that the MCU DC voltage reaches ≥95% of the nominal battery voltage within time t1. If confirmed, proceed to step 6; otherwise, disconnect the positive relay. VCU performs a high-voltage status check. Enables DCDC/DCAC and verifies their operational status. If confirmed, proceed to step 7; otherwise, enter zero torque state. Drive-ready state: VCU enables the MCU and turns on the READY indicator. If the driver shifts into gear, VCU sends torque or speed control commands for driving. If a shutdown request is received, proceed to step 8. Shutdown request received: VCU sends the zero torque command to the MCU to decelerate. Once motor speed<N, torque<T, bus current<A, and vehicle speed<V or timeout t2 is reached, proceed to step 9. VCU disables DCDC/AC/PTC/DCAC. DCAC, which powers steering/braking assist, is disabled only when the vehicle is stationary to maintain safety. After confirming the shutdown status and that the A/C compressor speed<Nac, or timeout>t3, proceed to step 10. VCU sends command to disconnect the positive relay. Once MCU DC voltage≤ 60V (safe threshold) or timeout>t4, proceed to step 11. VCU sends command to disconnect the negative relay. After confirmation or timeout>t5, proceed to step 12. High-voltage components are powered down. If key=off, VCU proceeds to data storage and sleep; otherwise, return to VCU wake-up. 3. Charging Process and Notes on Power-Up/Down (1) Differences in Charging Process: Wake-up source shifts from ignition to charging signal; If both ignition and charging signals are present, the charging process takes precedence. If the charging cable is connected during READY state, the system performs a shutdown process first, then begins charging. MCU and DCAC are not enabled during charging; driving is not permitted. (2) Key Reminders: During vehicle power-up, low voltage is activated before high voltage. During power-down, high voltage is disconnected before low voltage. For HV activation, negative relay closes before the positive replay. For HV shutdown, positive relay opens before the negative relay. About Brogen At Brogen, we provide advanced EV solutions for global commercial vehicle manufacturers, enabling them to streamline research and development while capitalizing on cutting-edge technology. Our offerings ensure superior efficiency, extended range, and seamless system integration with proven reliability—empowering our partners to lead in the rapidly evolving green mobility landscape. Currently, our EV solutions for battery electric buses and trucks have been adopted by vehicle manufacturers in countries and regions such as Australia, Türkiye, Brazil, the Philippines, Indonesia, the Middle East, and more. 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

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