Author name: brogenevsolution.com

Brogen e-powertrain-e-axle
Industry Insight

What Is The Difference Between Axle And E-Axle?

What’s the Difference Between a Traditional Drive Axle and an E-Axle? As the electric vehicle (EV) industry accelerates globally, e-axle technology is playing an increasingly vital role in the development of next-generation commercial vehicles. But how does an e-axle differ from a traditional drive axle, and why is it becoming a key component in electric mobility solutions? In this article, we’ll explore the key differences between traditional drive axles and e-axles, their working principles, and the benefits of adopting e-axle systems in commercial electric vehicles. What is a Traditional Drive Axle? A traditional drive axle is a critical component in fuel-powered vehicles, commonly used in internal combustion engine (ICE) systems. It transfers engine power to the wheels through a mechanical connection involving a transmission system, driveshaft, and differential. Traditional drive axle systems have a mature design with highly standardized components, offering reliability and durability in heavy-load and challenging working conditions. Working Principle of Traditional Drive Axle The engine generates power → The transmission adjusts speed and torque → The driveshaft transfers the power to the axle → The axle drives the wheels. What is an E-Axle? An e-axle (electric axle) integrates the electric motor, reduction gearbox, and differential into a single compact unit, directly driving the vehicle’s wheels. This integration simplifies the powertrain, eliminates the need for a traditional transmission or driveshaft, and optimizes the vehicle’s overall structure. By reducing the number of mechanical components, the e-axle not only lowers vehicle weight but also frees up valuable chassis space — allowing for larger battery packs and extended driving range in electric commercial vehicles. Working Principle of E-Axle Unlike traditional drive axles, an e-axle uses an electric motor to control wheel rotation directly. The vehicle’s speed, torque, acceleration, and braking are managed electronically through an advanced motor control system, enabling smooth and precise driving performance. Advantages of Traditional Drive Axles Cost-Effective: Lower manufacturing and replacement costs compared to e-axles. Long Driving Range (Fuel-Based): Refueling is faster and offers longer ranges without dependency on battery charging. Disadvantages of Traditional Drive Axles Complex Operation: Requires gear shifting for acceleration, deceleration, and braking. Environmental Pollution: Relies on fuel combustion, emitting exhaust gases harmful to the environment. Advantages of E-Axle Technology Simplified Operation: No gear shifting is required. Acceleration, deceleration, and braking are all managed through intelligent electric control systems. Improved Energy Efficiency: Reduces power loss through mechanical transmission, maximizing energy utilization. Eco-Friendly: Zero tailpipe emissions, supporting global carbon neutrality goals. Optimized Vehicle Architecture: Saves space and reduces weight, enabling larger battery capacity for extended range. Disadvantages of E-Axle (Current Limitations) Higher Cost: E-axle systems typically have higher upfront development and production costs. Range Limitation (Battery Dependent): The driving range depends on battery capacity and charging infrastructure availability. Conclusion: E-Axle is Shaping the Future of Electric Mobility The rise of e-axle technology marks a significant step forward in the evolution of electric commercial vehicles. By integrating the electric motor, gearbox, and differential, e-axles provide a more compact, efficient, and environmentally friendly solution for modern transportation. As the EV industry continues to grow and battery technology advances, the e-axle is expected to become the standard powertrain solution for commercial electric vehicles, helping manufacturers meet sustainability goals while improving performance and efficiency. Urban Delivery Van, light truck, medium truck Learn More Public Transport For bus, coach, rail metro Learn More Heavy Transport Dump truck, mining truck, trailer Learn More Looking for a customized e-axle solution for your electric commercial vehicle project?Contact us to learn more about our advanced e-axle systems and tailored EV solutions. 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

e-powertrain solutions for light cmmercial vehicles
Industry Insight, Light Commercial Vehicles

E-Powertrain Solutions for Light Trucks, Vans, and Pickups: Overview, Analysis, and Key Insights

E-Powertrain Solutions for Light Trucks, Vans, Pickups: Overiview The transition to electric powertrains is revolutionizing the light commercial vehicle (LCV) market, driven by increasing demand for sustainability, regulatory compliance, and operational efficiency. OEMs face critical decisions in selecting the right e-powertrain architecture to balance performance, cost, and integration complexity. This article explores the three primary e-powertrain solutions for LCVs: Central Drive, Centralized Electric Drive Axle, and Distributed Electric Drive, highlighting their advantages, challenges, and applications. 1. Central Drive: The Most Established Conversion Approach The central drive system remains a widely adopted method for converting conventional internal combustion engine (ICE) vehicles to electric power. This architecture retains key drivetrain components, such as the driveshaft, rear axle, and suspension, making it a cost-effective transition option. There are two main configurations: Direct Drive: The electric motor directly transmits power to the rear axle via the driveshaft. This solution is widely adopted due to its simplicity and ease of integration. Motor + Transmission/Reducer: The motor’s power is first adjusted by a transmission or reducer before reaching the rear axle, optimizing torque and efficiency. Central Direct Drive Configuration Brogen Direct Drive Motor Solution Integrated Motor+Reducer Configuration Brogen Motor+Reducer+MCU Solution Integrated Motor+Transmission Configuration Brogen Motor+2-Speed AMT Solution While the central direct drive system offers a straightforward path to electrification, it presents certain limitations in terms of efficiency, weight, and cost. Key challenges include: Efficiency Constraints: Although modern electric motors achieve efficiency levels of up to 95%, the mechanical complexity of the central direct drive system introduces additional losses. Weight Considerations: Direct drive configurations require high-torque motors, which are typically larger and heavier, resulting in increased energy consumption. Cost Implications: The need for high-torque motors leads to higher production costs, making it challenging to achieve significant cost reductions. An alternative approach involves integrating the motor with a reducer or multi-speed transmission. This configuration enhances torque multiplication and motor efficiency while reducing overall system weight and cost. Multi-speed transmissions are particularly beneficial for larger commercial vehicles that require a broader torque range. 2. Centralized Electric Drive Axle: An Integrated Powertrain Solution The centralized electric drive axle incorporates the motor directly into the axle assembly, eliminating the driveshaft and enabling improved packaging for the battery system. This architecture is available in three configurations: Parallel-Axis Electric Drive Axle: Utilizes a high-speed cylindrical gear transmission to enhance power density and efficiency while maintaining the structural integrity of conventional axles. Coaxial Electric Drive Axle: Aligns the motor and drive axle to simplify installation and reduce weight, making it an optimal solution for LCVs with a gross vehicle weight of up to 4.5 tons. Independent Suspension Electric Drive Axle: Integrates the motor and reducer within the vehicle frame, optimizing space utilization and improving ride comfort. However, this configuration is typically limited to LCVs under 4.5 tons due to cost and engineering constraints. Parallel-Axis eAxle Configuration Brogen Parallel-Axis eAxle Co-Axial eAxle Configuration Brogen Co-Axial eAxle Independent Suspension eAxle Configuration Brogen Independent Suspension eAxle The centralized electric drive axle offers several advantages, including: Enhanced Efficiency: The elimination of a driveshaft reduces energy losses and increases overall powertrain efficiency. Optimized Chassis Space: The available space allows for a centrally mounted battery pack, improving vehicle weight distribution and safety. Improved Handling: Reduced unsprung mass contributes to better ride comfort and vehicle stability. 3. Distributed Drive: A Next-Generation Powertrain Architecture Distributed drive technology encompasses wheel-end electric drive axles and in-hub motor drive axles, offering greater flexibility in vehicle design and operational efficiency. Wheel-End Electric Drive Axle: Integrates the motor, reducer, and axle into a single unit, eliminating differentials and reducing drivetrain length. This configuration improves efficiency and creates additional underfloor space for battery placement. In-Hub Motor Drive: Embeds the motor directly within the wheel hub, eliminating traditional drivetrain components and maximizing efficiency. However, current technological constraints restrict its application to specific vehicle types such as large buses and low-speed commercial vehicles. Wheel-Side eAxle Configuration In-Hub Motor Configuration Although distributed drive systems offer numerous benefits, they require advanced electronic differential control to ensure precise torque distribution between wheels. When effectively implemented, these systems enhance vehicle performance in high-speed and high-load conditions. Key Trends Influencing the Future of LCV E-Powertrain Development Several industry trends are shaping the advancement of next-generation e-powertrain solutions for LCVs: Greater Adoption of Multi-Speed Transmissions: Improving energy efficiency and torque adaptability across various driving conditions. Increased System Integration: Combining motors, transmissions, and controllers into compact, high-efficiency units to reduce weight and manufacturing costs. Dedicated Electric Chassis Platforms: Purpose-built vehicle architectures designed exclusively for electrification. Lightweight Design Innovations: Implementing advanced materials and structural optimizations to reduce vehicle weight and extend driving range. Brogen specializes in advanced e-powertrain solutions tailored to the evolving requirements of commercial electric vehicle manufacturers. Our integrated three-in-one system, which combines a motor, gearbox, and controller, enhances efficiency while reducing system complexity. Additionally, our centralized and distributed electric axle solutions provide OEMs with optimized powertrain architectures that enhance vehicle performance and reliability. For OEMs navigating the rapidly evolving commercial EV market, selecting the appropriate e-powertrain solution is critical. Brogen’s expertise and cutting-edge technologies empower manufacturers to achieve superior efficiency, durability, and cost-effectiveness in their electrification initiatives. Discover our LCV electrification solutions here: https://brogenevsolution.com/light-commercial-vehicle-electrification-solutions/ EV Motors for LCVs: https://brogenevsolution.com/electric-motors-for-lcvs/ eAxle for LCVs: https://brogenevsolution.com/electric-axle-for-light-truck/ EV Battery Solutions for LCVs: https://brogenevsolution.com/ev-battery-solutions-for-lcv/ 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,

Selection and Layout of Battery Thermal Management Systems BTMS for Electric Buses
Industry Insight, Public Transportation

Battery Thermal Management System (BTMS) for Electric Buses: Selection and Integration Strategy

Battery Thermal Management System (BTMS) for Electric Buses: Selection and Integration Strategy This article introduces common types and configurations of battery thermal management systems (BTMS) for electric buses. As a critical component of electric buses, the BTMS acts as a “guardian” for the battery, ensuring its performance, safety, and longevity. Therefore, a thorough understanding of the different BTMS types and layouts is essential for practical applications. 1. Selection of the Battery Thermal Management System (BTMS) for Electric Buses The battery thermal management system (BTMS) for electric buses regulates the battery’s operating temperature through external equipment, ensuring that the battery always functions within an optimal temperature range. For lithium batteries, the ideal working temperature is between 20°C and 35°C. When the temperature is too low, battery capacity decreases, and power performance declines. When the temperature is too high, the risk of self-discharge increases, and internal side reactions become more frequent, reducing the available battery capacity and decreasing its lifespan and efficiency. Battery thermal management involves cooling the battery in summer to prevent irreversible thermal reactions that could cause safety issues. In winter, it heats the battery to maintain charging and discharging performance while preventing lithium plating at the anode, which could lead to internal short circuits. The selection of battery thermal management equipment should be based on the vehicle’s operating conditions and battery placement to meet the thermal management requirements. Ensuring that the battery remains in an optimal “comfort zone” helps improve its lifespan. Below are common battery thermal management solutions for buses. 1.1 Basic Battery Thermal Management System The basic BTMS unit directs air-conditioned cold air into the unit to exchange heat with circulating antifreeze for cooling. For heating, it uses an electric liquid heater to warm the antifreeze, which is then circulated to the battery pack. After cooling or heating, the antifreeze enters the battery compartment to regulate the battery’s temperature, keeping it within the desired range. Compared to independent and non-independent BTMS units, the basic unit is the most cost-effective and simplest system. It is also relatively safe, as it does not use a vapor compression refrigeration cycle. However, since it relies on the vehicle’s air conditioning system for cooling, it requires the installation of a cooling system. Additionally, when the cooling system first starts, the cold air temperature is relatively high, leading to poor initial cooling performance. The cooling power is generally below 2 kW, making this solution suitable for hybrid buses with slow-charging battery packs and low charge/discharge rates. Basic BTMS Unit System Schematic Diagram Basic BTMS Unit System Structure 1.2 Independent Battery Thermal Management System The independent BTMS unit includes its own compressor, condenser, and plate heat exchanger, forming a separate cooling cycle. Cooling is achieved by exchanging heat between low-temperature, low-pressure refrigerant and the circulating antifreeze in the heat exchanger. Heating is done via an electric liquid heater that warms the antifreeze before circulating it to the battery pack. Compared to the non-independent unit, this system has an additional dedicated compressor and condenser, increasing costs. However, since it operates independently, it features simpler control logic and fewer refrigerant connectors, making it relatively safer. The cooling power of an independent unit is generally above 2 kW, making it suitable for hybrid and fully electric buses with fast-charging battery packs and high charge/discharge rates. Independent BTMS Unit System Schematic Diagram 1.3 Non-Independent Battery Thermal Management System The non-independent BTMS utilizes an external cooling system, where low-temperature, low-pressure refrigerant produced by another cooling device exchanges heat with circulating antifreeze in a plate heat exchanger. Heating is performed using an electric liquid heater, which warms the antifreeze before it circulates to the battery pack. Since it shares the vehicle’s cooling system, it requires the installation of a refrigeration system. Additionally, due to the variable-frequency compressor’s minimum frequency limit, the power output is relatively high, typically above 6 kW. Compared to an independent unit, this system has a more complex control logic due to potential conflicts between battery thermal management and vehicle air conditioning demands. The non-independent unit is suitable for fully electric buses with fast-charging battery packs and high charge/discharge rates. Non-Independent Unit System Schematic Diagram 2. Layout of Battery Thermal Management System for Electric Buses 2.1 Basic Principles for BTMS Layout The layout of battery thermal management equipment is closely related to the placement of the battery itself. The following principles should be followed when arranging the equipment: Proximity to the battery placement – The thermal management equipment should be installed as close as possible to the battery, whether the battery is mounted on the top, bottom, or rear of the vehicle. At the same time, potential disadvantages associated with the chosen placement should be minimized. Installation requirements for different types of equipment – For independent battery thermal management systems, vibration-damping rubber pads should be added during installation. The condenser’s air intake and exhaust must remain unobstructed to prevent air recirculation. For basic thermal management systems, cold air should be drawn from the vehicle’s refrigeration system. The air intake point should be positioned as close as possible to the evaporator outlet of the main cooling system. Coolant circulation considerations – The water pump inlet for circulating antifreeze through the battery box’s cooling plate should be located as close as possible to the expansion tank, which maintains system pressure and allows antifreeze refilling. The expansion tank must be placed at the highest point of the battery cooling system. Additionally, an air vent pipe should be included to remove air released during heating or cooling, preventing difficulties in adding antifreeze. Cooling circuit for multiple battery groups – To minimize temperature differences between different battery packs, the cooling circuit should be arranged in a parallel configuration. Each individual branch should not exceed three battery boxes per loop. PTC Electric Liquid Heater Placement – If a PTC electric liquid heater is installed, it should be positioned downstream of the water pump at a lower point in the cooling circuit. It must not be placed at the highest point of the coolant loop. Optimization

battery thermal management system for electric bus
Public Transportation, Technologies

Battery Thermal Management for Electric Bus: An Overview

Battery Thermal Management for Electric Buses: An Overview This article explores the structure and working principles of common battery thermal management in battery electric buses (BEB), offering valuable insights for their design. The performance of the traction battery system is a key factor in a battery electric bus’s overall efficiency, range, and reliability. Since battery temperature directly affects performance, lifespan, and safety, a well-designed thermal management system is crucial for optimizing operation and ensuring long-term durability. 1. Different Types of Battery Thermal Management Effective battery thermal management ensures optimal performance and safety by regulating temperature under varying conditions. This includes cooling the battery during high temperatures to prevent overheating and heating it in low temperatures to maintain efficiency and reliability. 1.1 Battery Cooling Methods Battery cooling is essential for maintaining performance and safety in electric buses. The most common cooling methods for EV  batteries include natural air cooling, forced air cooling, liquid cooling, and direct refrigerant cooling. The air cooling method features a simple structure, lightweight design, low cost, and no risks of harmful gas accumulation or liquid leakage. However, its drawbacks include low heat dissipation efficiency, difficulty in sealing design, and poor dustproof and waterproof performance. Depending on whether additional devices are used to introduce cooling air, the air cooling system is divied into natural air cooling and forced air cooling:  Natural Air Cooling & Forced Air Cooling Natural Air Cooling: It’s a method of utilizing the wind generated by the vehicle’s movement to flow through a diversion pipe and directly cool the battery pack. This approach requires no auxiliary motors, offers a simple structure, and is easy to use. However, the cooling airflow is subject to instability due to fluctuations in vehicle speed, resulting in variable cooling performance. Additionally, air has low heat capacity and thermal conductivity, which limits the efficiency of heat transfer. Natural air cooling is best suited for vehicles with low discharge rates and minimal heat generation in their power batteries. Forced Air Cooling: It directly introduces cabin air, natural air, or external convection air into the battery compartment to cool the battery pack. This cooling method has relatively poor performance, the largest system volume, and a high risk of water ingress. However, it is lightweight, easy to control, has low energy consumption, relatively low system costs, is relatively easy to implement, and offers high process reliability. Liquid Cooling Liquid Cooling: It utilizes convective heat transfer through a coolant to dissipate the heat generated by the battery, effectively lowering its temperature. It’s currently the most widely adopted cooling solution in the market. Compared to air cooling, liquid cooling systems – using coolant as the heat transfer medium – offer significantly higher specific heat capacity and thermal conductivity. Additionally, in low-temperature environments, the system can also provide heating for the battery pack. However, the primary drawbacks of liquid cooling include increased structural complexity, added battery system weight, and higher overall system costs. Direct Refrigerant Cooling Direct Refrigerant Cooling: Also known as direct cooling or refrigerant-based cooling, integrates the battery thermal management system with the vehicle’s air conditioning system. In this approach, an evaporator in the refrigerant loop functions as the battery’s direct cooling plate, simplifying the overall system. It minimizes heat exchange losses, resulting in a rapid thermal response. And the design eliminates the need for a separate battery cooling loop, reducing components like the coolant pump, piping, and chiller, leading to a more space-efficeint, lightweight thermal management system. A comparison of different cooling methods is as follows: Comparison Item Natural Cooling Forced Air Cooling Liquid Cooling Direct Cooling Working Principle Natural air convection Forced air convection Forced liquid convection Phase-change cooling Heat Transfer Coefficient (W/m²K) 5-25 25-100 500-15000 2500-25000 Heat Dissipation Efficiency Poor High High Very High Temperature Uniformity Good without external heat sources, otherwise poor Poor (especially at inlet and outlet) Good Good Installation Environment Adaptability Poor (requires external insulation and ventilation) Fair (dependent on inlet and outlet air structure) Good Good Suitability for High/Low Temperatures Poor (conflict between auxiliary heating/insulation and heat dissipation) Poor (conflict between auxiliary heating/insulation and heat dissipation) Good (capable of both heating and cooling) Poor (requires additional auxiliary heating, difficult to control heat pump) Complexity Simplest Moderate Complex Complex Energy Consumption None High Low (easy to implement insulation) Low (high efficiency) Cost Low Relatively High High (can be optimized) High 1.2 Battery Heating Methods To maintain optimal performance in cold conditions, EV traction batteries require heating. The most common battery heating methods include: Integrated Electric Heating Film: A thin electric heating film integrated inside the battery pack directly heats the battery cells. Performance: Above 0°C: works well, requires no additional space, consumes no energy when inactive, and is cost-effective. Below 0°C: heating efficiency drops significantly, making it unsuitable for extremely cold environments. Advantages: Space savings and easy to implement; low system cost and no additional control needed. Limitations: Ineffective in freezing temperatures, leading to limited adoption in colder climates. Liquid-Based Heating System: An electric liquid heater is integrated into the thermal management system’s coolant circuit to heat the antifreeze, which then circulates to warm the battery pack. Performance: Provides efficient and uniform heating, making it the preferred method in colder regions. Advantages: Compact system design with minimal space requirements; mature and reliable technology with well-established control mechanisms; high heating efficiency, ensuring stable battery operation in low temperatures Limitations: Higher system cost compared to electric heating films. Due to its efficiency and reliability, liquid heating is currently the most commonly used battery heating solution. Comparison Item Electric Heating Film Liquid Heating Heating Characteristics Constant power heating Convective/conductive heating Space constraints (Thickness) 0.3~2 mm Integrated into the liquid heating system Heating Rate 0.15~0.3°C/min 0.3~0.6°C/min Uniformity (Battery Temperature Difference) ≈8°C ≤5°C 2. Structure and Working Principles of Battery Thermal Management Systems To maintain optimal performance and longevity, EV traction batteries in electric buses operate within an ideal temperature range of 25°C ± 5°C, regardless of seasonal variations. In winter, the battery thermal management system heats the coolant to maintain the target

160kw electric axle for buses
Public Transportation

80 kW / 160 kW Electric Axle for Bus

80 kW / 160 kW Electric Axle for Bus, Coach, Truck This 80 kW / 160 kW electric axle for bus integrates a high-speed electric motor, gearbox, and rear axle into a compact, lightweight system, optimizing both vehicle efficiency and chassis layout flexibility. Featuring a two-stage helical gear transmission, it achieves an impressive 70% energy recovery efficiency. By eliminating the driveshaft and spiral bevel gears, the system significantly reduces weight, further enhancing energy efficiency and overall vehicle performance. Email: contact@brogenevsolution.com Get Custom Quote Key Features of Brogen 160 kW Electric Axle for Bus Compact Design The motor, gearbox, and axle utilize a highly integrated parallel-axis design, resulting in a lightweight system with high transmission efficiency. Improved NVH Performance The gearbox is engineered for all operating conditions, featuring in-house manufactured DIN 4-grade high-precision gears, ensuring low noise levels. Flexible Vehicle Layout By eliminating the driveshaft, the chassis provides additional space for battery placement, allowing for a more flexible vehicle layout. Technical Parameters The specific parameters vary depending on the configuration. For more details, please contact us: contact@brogenEVsolution.com Model OEEA85 Load 8500 kg Rim mounting distance 1838 mm (adjustable) Speed ratio 20.475 Maximum output torque 9214 N.m Type of hub bearing Maintenance-free Brake specification Pneumatic disc type 19.5″ Rated / Peak power 80 kW / 160 kW Rated / Peak torque 200 N.m / 450 N.m Rated / Maximum speed 3600 rpm / 12000 rpm Weight 525 kg More Power Options Model OEEA30 OEEA50 OEEA60 OEEA95 OEEA100 Load 3000 kg~ 3500 kg 4000 kg ~ 5500 kg 6000 kg 9500 kg 10000 kg Rim mounting distance 1605 mm (adjustable) 1760 mm (adjustable) 1515 mm (adjustable) 1916 mm (adjustable) 1832 mm (adjustable) Speed ratio 12.665 16.141 16.473 19.220 Gear 1: 55.2 Gear 2: 17.24 Maximum output torque 4433 N.m 5730 N.m 7412 N.m 14415 N.m 41400 N.m Type of hub bearing Maintenance-free Maintenance-free Maintenance-free Maintenance-free Maintenance-free Brake specification Hydraulic disc-type two-cylinder φ43 Pneumatic disc type 17.5″ Pneumatic disc type 17.5″ Pneumatic disc type 19.5″ Pneumatic disc type φ410 Rated / Peak power 65 kW / 120 kW 65 kW / 120 kW 80 kW / 160 kW 200 kW / 320 kW 200 kW / 320 kW Rated / Peak torque 160 N.m / 350 N.m 170 N.m / 355 N.m 235 N.m / 450 N.m 350 N.m / 750 N.m 350 N.m / 750 N.m Rated / Maximum speed 3580 rpm / 12000 rpm 3600 rpm / 12000 rpm 4100 rpm / 12000 rpm 4093 rpm / 12000 rpm 4093 rpm / 12000 rpm Weight 205 kg 255 kg 300 kg 583 kg 887 kg Brogen 160 kW Electric Axle for Bus – Solution Advantages Central Direct Drive Powertrain for Bus Brogen Electric Drive Axle for Bus Higher Efficiency & Stronger Performance – A highly integrated two-stage helical gear transmission shortens the drivetrain, reduces axle load, and improves energy recovery efficiency by 10% compared to traditional central electric drive systems. Lightweight Design & Lower Energy Consumption – Removing the driveshaft and spiral bevel gears simplifies the system, significantly reducing weight and further enhancing energy efficiency. Improved NVH & Quieter Operation – Eliminating the driveshaft eliminates issues like shaft angles and dynamic balancing, reducing noise at the source for a smoother and quieter ride. Case Study – 8.5-meter City Bus As public transport operators face growing challenges and evolving industry demands, efficiency and service quality have become critical for sustainable operations. To meet these needs, a public transport company deployed the  8.5-meter battery electric city buses featuring our high-speed motor + high-speed gearbox + rear axle in an advanced 3-in-1 e-drive system.  Enhanced Safety & Reliability The axle head is welded using internationally advanced friction welding technology, ensuring superior strength and durability. The electric powertrain system has successfully passed a 1-million-kilometer durability test, guaranteeing long-term reliability for intensive daily operations. Optimized Space & Weight The integrated e-powertrain system reduces space usage by 25% and weight by 50% compared to conventional setups. The overall vehicle weight is reduced by 2,000 kg, cutting energy consumption by 10%, which extends driving range without increasing battery capacity. Improved Accessibility A single-step entry reduces passenger boarding and alighting time, improving operational efficiency. A fully flat floor design increases standing capacity, enhances layout flexibility, and eliminates interior steps, reducing step-related passenger injuries by 46%. Relevant Solutions All Posts Autonomous Vehicles Charger & Converter EV Industry EV Motor Heavy Transport Industry Insight Light Commercial Vehicles Marine Electrification Public Transportation Specialty Equipment Technologies   Back EV Motor Public Transport Electrification Solutions Electric Axles for Buses 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

180kw electric portal axle from brogen
Public Transportation

110 kW / 180 kW Steering Electric Portal Axle for Bus With Independent Suspension

110 kW / 180 kW Steering Electric Portal Axle for Bus, Trolleybus This 110 kW / 180 kW steering electric portal axle is designed for public transport vehicles such as battery electric buses (BEBs) from 8 meters to 10 meters or trolleybuses. It adopts the distributed drive technology, allowing for precise torque and speed control of each wheel independently. Due to its unique features, this product enables highly customizable configurations for buses and provides passengers with greater convenience through its fully low-floor and wide-passenger aisle design. Email: contact@brogenevsolution.com Get Custom Quote Key Features of Brogen Electric Portal Axle Distributed Drive Adopts the distributed drive technology for the precise control of torque and speed of each wheel independently. Compact & Lightweight​ The compact layout integrates the motor, suspension system, and drive axle, reducing the need for complex components and space required by traditional drivetrains. Independent Suspension​ The four-airbag independent suspension structure results in lower noise and more stable steering. Technical Parameters Model OEEA1100K Motor Type PMSM Motor Power (Rated / Peak) 2×55 kW / 2×90 kW Maximum Motor Speed 9500 rpm Motor Output Torque (Rated / Peak) 2×140 N.m / 2×350 N.m Rated Voltage 540 VDC IP Rate IP67 Axle Weight 850 kg Rated Axle Load 9000 kg Maximum Wheel Speed 540 rpm Gear Ratio 17.55 Rim Size 22.5 inch Tire Size 305/70R22.5 385/65R22.5 Brake Air disc brake Maximum Steering Angle ±18° Basic Structure The four-airbag double wishbone design offers reduced unsprung mass for a smoother ride with improved comfort and stability. With high torque and power density, the dual motors provide a strong and reliable output. The reducer  reduces the motor output speed to increase torque. The Motor Controller controls the motor to operate at the desired speed, angle, direction, and response time. Other Electronic Components: accelerator pedal sensors, brake pedal sensors, Hall-effect wheel speed sensors, Hall-effect steering angle sensors, roll angle sensors, yaw rate sensors, and controller hardware. Working Principle The VCU calculates the total torque demand based on the driver’s acceleration or deceleration intent.  The electric drive control unit (DCU) allocates the total torque between the left and right drive motors based on the steering angle, vehicle posture sensors, and road surface traction coefficients.  The left and right motor controllers (or 2-in-1 integrated motor controller), upon receiving the instructions, convert the energy from the battery to the necessary power for the drive motors, ensuring the vehicle’s stability and handling. Solution Benefits Low-Floor Design Adapts to the fully flat low-floor design and allows for easy one-step entry, providing a spacious aisle and reducing the risk of passenger falls. IP67 Protection An IP67 protection rating effectively prevents the intrusion of dust and water, providing enhanced performance in challenging conditions. Lower Maintenance Costs Utilizes maintenance-free wheel hub units, lowering maintenance costs. The advanced EDS ensures tire replacement intervals exceed 100,000 kilometers. Core Technology – Distributed Drive Electric Powertrain Traditional Electric Powertrain Solution Centralized Drive → Poor driving maneuverability Centralized Brake → Long braking distance Centralized Steering → Large turning radius Long Mechanical Transmission Chain Significant energy transmission losses; Poor applicability across vehicle models; Insufficient passenger space Distributed Drive Electric Powertrain Solution Drive / Brake Decoupling Distributed Drive → Enhanced control on complex surfaces Distributed Brake → Reduced braking distance on complex surfaces Distributed Steering Four-wheel Independent Steering → Reduces turning radius; enables lateral movement and zero-radius turns; significantly enhancing maneuverability Eliminates Mechanical Transmission → Increases user space; reduces energy transmission losses Our Projects Our distributed electric drive axle systems have been successfully implemented in city buses across Europe, the Middle East, Asia, and other regions. Incorporating advanced design concepts and control strategies, we prioritize the safety and reliability of our systems, delivering profitability for public transport vehicle manufacturers. Hydrogen buses with 320 kW eaxles Buses with the low-floor design Airport shuttle bus with 14T eaxles Pur electric buses with our eaxles Relevant Solutions All Posts Autonomous Vehicles Charger & Converter EV Industry EV Motor Heavy Transport Industry Insight Light Commercial Vehicles Marine Electrification Public Transportation Specialty Equipment Technologies   Back EV Motor Public Transport Electrification Solutions Distributed Drive Electric Portal Axle for E-Buses Electric Axles for Buses 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

20 kw onboard charger air cooled from brogen for electric commercial vehicles like buses trucks
Charger & Converter, Heavy Transport, Public Transportation

20 kW Onboard Charger for Truck, Bus, Municipal Vehicle, Air-Cooled

20 kW Onboard Charger for Truck, Bus, Municipal Vehicle, Air-Cooled This 20 kW onboard charger (OBC) is engineered for electric commercial vehicles, including buses, trucks, and construction machinery. It supports three-phase AC input, with an adjustable DC output voltage range, poviding flexibility to meet diverse charging requirements. Enhanced Charging Efficiency: The adjustable DC output voltage range ensures compatibility with various battery types, optimizing charging efficiency and reducing downtime. Improved System Robustness: The digital control and comprehensive protection features contribute to a more resilient charging system, minimizing the risk of damage and maintenance needs. Flexible Integration: The CAN interface communication allows for integration with existing vehicle monitoring systems, facilitating easy parameter adjustments and system monitoring. Cost-Effective Operation: The air-cooled design reduces the need for complex cooling systems, lowering operational costs and simplifying maintenance procedures. Technical Parameters Model Input Voltage Range Rated Output Power Rated Output Voltage Output Voltage Range Output Current Range TR3621 152-456 VAC 20 kW 80 VDC 0-105 VDC 0-240 A TR3622 152-456 VAC 20 kW 108 VDC 0-135 VDC 0-180 A TR3623 152-456 VAC 20 kW 144 VDC 0-180 VDC 0-132 A TR3624 152-456 VAC 20 kW 360 VDC 0-500 VDC 0-54 A TR3625 152-456 VAC 20 kW 540 VDC 0-720 VDC 0-36 A TR3626 152-456 VAC 20 kW 700 VDC 0-850 VDC 0-24 A Relevant Solutions All Posts Autonomous Vehicles Charger & Converter EV Industry EV Motor Heavy Transport Industry Insight Light Commercial Vehicles Marine Electrification Public Transportation Specialty Equipment Technologies   Back EV Motor EV On Board Charger & DC-DC Converter Combo Public Transport Electrification Solutions Heavy-Duty Truck Electrification Solutions 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

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