Three-wheeler cargo fleets running dense last-mile distribution usually start from petrol or lead-acid traction, where energy cost per delivery kilometre is hard to forecast, roadside refuelling eats into every shift, and heavy payloads in stop-start traffic place sustained load on the drivetrain. This scenario sets out the traction configuration we quote for that duty cycle: Origin Drive Future LiFePO4 packs with depot charging, output derated rather than cut off at low state of charge, sized to the vehicle controller envelope and mounting bay.
Illustrative application scenario, based on the requirements we quote for. It does not represent a named customer or a completed reference project.
Fleet retrofitApplication
Three-wheeler cargoSegment
Urban last-mile, stop-startDuty cycle
72 V traction pack + depot chargerConfiguration
Site conditions
E-Mobility · Three-wheeler cargo
A last-mile distribution duty cycle built on three-wheeled cargo vehicles: depot-based operation, high daily mileage in dense traffic, frequent stop-start cycles, and sustained drivetrain load from commercial payloads. Charging happens overnight at the depot rather than on the road.
Constraints
What this site limits
Cargo duty draws higher continuous current than passenger use: thermal design is set by the hill-and-load case, not the flat-road one
The pack has to fit the existing cargo box aperture and mounting rails
Chassis, controller and charging arrangements are fixed by the operator, so the pack adapts to the vehicle rather than the reverse
Route length and payload differ between drivers, so sizing uses the loaded worst case
Vehicles are in revenue service, so conversion happens inside planned downtime windows
Application scenario
The challenge
Three-wheeler cargo fleets on petrol engines carry a per-kilometre fuel cost that is hard to forecast, and roadside refuelling adds a detour to every shift, which makes route planning unreliable. High daily mileage in dense traffic means frequent stop-start cycling, while heavy payloads place sustained load on the drivetrain. Lead-acid traction banks are often trialled first and typically fall short of a commercial duty cycle: the banks add excessive weight, degrade quickly, and cannot deliver the torque needed for loaded hill starts or ramp approaches when partially charged. Without a reliable range indication, crews route conservatively and leave capacity unused. What this duty cycle needs is a traction pack that carries a commercial payload through a full shift, charges overnight at the depot without specialised labour, and can be serviced locally.
Application scenario
Our solution
For this duty cycle we supply the YD-TR-7240 LiFePO4 traction pack, a 72 V / 40 Ah unit built on prismatic cells with a 3C peak discharge rating to handle loaded hill starts. Packs are housed in a reinforced steel case with shock-absorbing mounts suited to unimproved road surfaces, and the BMS provides a CAN interface to the vehicle controller so state of charge, available power and fault codes reach the driver’s display. The BMS applies a derating curve rather than a hard cutoff as the pack approaches low state of charge, so a route can be completed instead of being stopped on a ramp. Depot charging uses the YD-CH-1500 charger with staggered scheduling across the fleet, drawing power mostly overnight and avoiding demand charges. Vehicles keep a mechanical bay so a pack can be removed for a service swap. Packs are specified for a 3–5 year service life and are offered to target standards: UN38.3 / IEC 62619 / CE / RoHS. Configuration support covers workshop training on pack diagnostics and cell-level maintenance, and packs can be supplied as a pilot batch before a fleet-wide rollout.
Application scenario
60 V 32 Ah cargo three-wheeler pack72 V 45 Ah heavy-duty packThree-wheelers in daily cargo service
What this configuration supports
This page describes how a configuration of this kind is specified, not a delivered installation. The derating curve keeps usable torque available at low state of charge, so loaded hill starts and ramp approaches stay covered across the shift. Capacity is sized so a full duty cycle can be met on a single overnight charge, with reserve state of charge held at end of shift as a design margin. Pack dimensions, mounting points and connector position are matched to the vehicle’s controller envelope and mechanical bay, so a service swap remains a workshop task. Swap-ready packs carry cell-level telemetry over the same CAN link the vehicle controller already uses. Payload capability is preserved because the pack is specified within the original gross vehicle weight allowance. Preventive maintenance intervals, workshop tooling and spare-part scope are set from the duty cycle during configuration.
Technical profile
Typical configuration
Swap-readyPack removable through the existing mechanical bay
CAN telemetryState of charge, available power and fault codes to the driver display
Derated outputUsable torque held at low state of charge instead of a hard cutoff
The open question for a three-wheeler cargo fleet is whether the vehicle can complete a full shift with a full commercial payload on board. That is the duty cycle the pack has to be specified around.
— The design requirement we specify three-wheeler traction packs around
Delivery and documents
How the order is executed
The terms below apply to the batteries and hardware in this configuration. Voltage, capacity, quantity and destination are written into the quotation, and the items below are confirmed in writing before production.
Minimum order
20 units per model for a production order. Single units are available as paid evaluation samples, credited against your first production order.
Lead time
25 days after the deposit is received for a standard batch. Tooling, custom BMS or project-specific capacity is scheduled separately and confirmed on the quotation.
Payment
T/T: 30% deposit with the order, balance against the bill of lading copy.
Shipment
Tell us the destination port or door. The quotation states the Incoterm and the freight option we are quoting, so the delivered cost is comparable across suppliers.
Packing
Packed to the packing instruction applying to UN3480 or UN3481, terminals protected, lithium battery mark and hazard label applied, pallets strapped and shrink-wrapped.
Documents with the goods
Packing list, commercial invoice, MSDS, UN38.3 test summary and report, shipper’s declaration for dangerous goods, and the bill of lading or air waybill.
Per unit
Datasheet for your model and the end-of-line test record for that serial number.
Warranty
3–5 years, depending on model, written into the contract.
HS classification
Lithium-ion accumulators, heading 8507.60. The national tariff line and duty rate are confirmed against your destination before the order is placed.
Documents:Packing and shipping document checklist · provided with your quotation · BMS protocol mapping note · provided with your quotation
Verification
How to verify before ordering
Evaluation packs run on the actual loaded route, comparing energy per trip before and after conversion
Capacity tolerance and cycle data from the sorting and test records
Mounting drawing and connector list checked against one converted vehicle before the batch is built
UN38.3 test summary report and transport documents
Quotation naming pack voltage, capacity, enclosure, connector and warranty terms
Selection matrix
Models that fit this scenario
Every figure in these tables is published on the matching product page. Voltage, capacity, enclosure and connector can be re-rated for your project.
Figures for each model are on its own product page; the selection matrix puts the models of one line side by side. Voltage platform, capacity, enclosure and connectors can be re-rated per project, and the final configuration is written into the quotation.
