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Plug-in Hybrid Electric Vehicles (PHEVs)

Introduction:-

If you’ve been half-thinking about switching to an electric car but you’re not quite ready to commit, PHEVs are probably the most sensible middle ground on the market right now. They give you the clean, quiet experience of electric driving for most of your everyday journeys — without the range anxiety that still puts some people off going fully electric. But “plug-in hybrid” gets thrown around a lot, and there’s a fair bit of confusion about what these cars actually do under the bonnet. So let’s get into it properly.

What exactly is a PHEV, and how is it different from a normal hybrid?

A PHEV has two powertrains working in parallel: a conventional combustion engine (petrol or diesel) and an electric motor powered by a rechargeable battery pack. The crucial difference from a standard hybrid is that you can plug it in.

Standard hybrids — like the original Toyota Prius — do combine an engine and an electric motor, but their batteries are quite small and can only recharge themselves through the engine and regenerative braking. You can never get more than a mile or two of pure electric driving out of them. PHEVs carry significantly larger batteries, typically between 8 and 25+ kWh, and that changes everything. Plug one in overnight at home, and you’ll have enough charge for your entire daily commute on electricity alone — no petrol burned at all. The combustion engine only wakes up when the battery gets low or when you specifically need extra power for motorway overtaking or heavy loads.

How does a PHEV actually work? Series vs. parallel explained

Most people buy a PHEV without ever knowing there are two fundamentally different ways they can be configured. It matters more than you’d think, because it affects how the car drives and how efficient it is in different conditions.

Parallel PHEV

Both the electric motor and the combustion engine are mechanically connected to the wheels. They can work independently or together. Most efficient at highway speeds, where the engine is in its sweet spot. Common in the Toyota Prius Plug-in and Kia Sorento PHEV.

Series PHEV

Only the electric motor drives the wheels. The combustion engine runs as a generator to top up the battery when needed. Feels like driving a full EV. Very smooth and efficient in city stop-start traffic. Common in: Chevrolet Volt, BMW i3 REx (older). Many modern PHEVs—like certain Mitsubishi and Honda models—are smart enough to switch between both modes automatically based on your speed, battery level, and how hard you’re pushing the accelerator. The vehicle control software manages all of this in real time, which is where a lot of the engineering complexity lives.

What does a PHEV actually consist of? Key components

The reason PHEVs are more expensive than standard hybrids comes down to how much hardware they’re packing. Here’s what’s inside:

The battery pack

This is the heart of the PHEV experience. A larger, higher-capacity lithium-ion battery pack (usually mounted low in the floor for weight distribution) is what gives you that usable electric range. Protect the battery through regular charging and moderate charge cycles, and it should last the life of the car.

The electric motor

Handles propulsion during electric-only mode and assists the combustion engine under heavy load. Electric motors deliver peak torque instantly from zero rpm, which is why PHEVs often feel surprisingly punchy off the line compared to same-sized petrol cars.

The power electronics and VCU

This is where companies like Dorleco live. The Vehicle Control Unit (VCU) is the electronic brain—it's constantly monitoring battery state, throttle position, vehicle speed, regenerative braking opportunity, and cabin loads to decide in real time which power source to draw from. Get this calibration right and you get a seamlessly smooth, efficient car. Get it wrong and you get jerky transitions and wasted energy. Dorleco’s evCode software and ToughCase VCU range are purpose-built for exactly this kind of PHEV and EV powertrain control.

The combustion engine

Usually a smaller, more fuel-efficient engine than you’d find in a comparable non-hybrid. It’s optimized to run in its most efficient rev range when it does operate, reducing fuel consumption compared to a traditional car where the engine is doing all the work all the time.

How do you charge a PHEV, and how long does it take?

This is one of the things that makes PHEVs more approachable than full EVs for a lot of people. You don’t need a dedicated home charging station to own one, though it helps.

PHEV Charging Options at a GlanceCharger TypeVoltageApprox. Charge TimeBest ForStandard wall socket (Level 1)120V5–6 hours Overnight home charging Home wallbox (Level 2) 240V, 1–3 hours Faster overnight or daytime top-up Public AC charging (240V, 1–3 hours) Workplace or retail charging Regenerative braking N/A Continuous (partial) Recovers energy while driving

The nice thing about a Level 1 standard socket is that it’s really just like charging your phone—you plug in before bed, and by morning you’re ready for a full electric commute. Most people with predictable daily mileage under 40 miles will never actually need to use the petrol engine on weekdays.

Are PHEVs actually good for the environment?

When you charge a PHEV regularly and do most of your driving on electric power, the environmental case is strong. City driving on pure electric means zero tailpipe emissions exactly where air quality matters most. Studies show that a regularly charged PHEV can cut CO₂ emissions by 30 to 70% compared to the equivalent petrol car — that’s a genuine, meaningful impact.

PHEV vs. full BEV: Which makes more sense right now?

This is the real question for most buyers. Here’s the honest comparison:

PHEV vs. BEV: Head-to-Head Factor | PHEV BEV (Full EV) Daily electric range: 20–60 miles, 150–400+ miles No range anxiety on long trips Yes (petrol backup) Growing (more chargers) Home charging needed Helpful but not critical Strongly recommended CO₂ reduction potential: 30–70% (if charged) Up to 100% on renewables Upfront cost: higher than regular hybrid Generally higher tax incentives Up to $7,500 in US Up to $7,500 in USMechanical complexity Higher (two powertrains) Lower (fewer moving parts)

The bottom line: if you have a predictable daily commute under 40 miles, somewhere to charge at home or work, and you regularly do longer trips that would stress range anxiety on a full EV, a PHEV makes a lot of sense. If you do mostly city driving and have reliable home charging, a full BEV is probably the cleaner, lower-maintenance choice in the long run. Dorleco covers BEV powertrain control extensively — if you’re comparing both paths from an engineering perspective, our BEVs vs. PHEVs deep-dive is worth a read.

Where do PHEVs fit in the EV transition—and what’s Dorleco’s role?

PHEVs aren’t the end destination. They’re a bridge and a genuinely useful one. For the millions of households that can’t yet afford a full BEV, don’t have easy home charging access, or regularly need long-range capability, PHEVs deliver most of the day-to-day environmental benefit with far less inconvenience. At Dorleco, we build the control systems that sit at the heart of these vehicles. Our Vehicle Control Units manage the real-time handoffs between electric and combustion power, our evCode software platform handles powertrain logic and energy management, and our Controls Software & Development team works directly with OEMs and Tier 1 suppliers to engineer the systems that make PHEVs—and full EVs—actually perform as promised. If you’re working on a PHEV or BEV project and need engineering support, get in touch — that’s exactly what we do.

So, is a PHEV worth it?

PHEVs aren’t perfect — no technology at this stage of the EV transition is. But they solve a real problem for a large number of drivers: How do you reduce your emissions and fuel bills today without making a leap that your lifestyle or budget isn’t quite ready for? If you plug in consistently, a PHEV genuinely delivers. Your commute runs on clean, cheap electricity. Your weekend road trip runs on petrol. You don’t stress about charging networks on the A1 at 11pm. And over time, as you get comfortable with electric driving, making the full switch to a BEV becomes a much smaller psychological jump. The technology inside these cars — the battery management, the real-time powertrain switching, the regenerative braking calibration — is significantly more complex than it looks from the driver’s seat. That complexity is where engineering teams like Dorleco’s work lives: making sure the two powertrains hand off seamlessly, the battery lasts the life of the vehicle, and the VCU is always making the right call about which energy source to draw from. Whether you’re a driver weighing up your next car purchase or an engineer working on the next generation of hybrid powertrains, the fundamental insight is the same: PHEVs are only as good as the systems controlling them. Get those right, and they’re a genuinely compelling step forward.

[dorleco]

CCS vs. CHAdeMO vs. NACS: EV Fast Charging Standards Compared

Introduction

If you’re shopping for an EV—or you already own one—you've probably run into an alphabet soup of connector names: CCS vs. CHAdeMO vs. NACS. They all do the same basic job (pump electrons into your battery as fast as possible), but they’re physically different, tied to different networks, and becoming more or less relevant at very different rates. Here’s the short version: NACS is winning. But the transition isn’t instant, and if you drive a CCS car today, you’re not stranded. This guide walks through it. Each standard actually is, how fast they charge, which vehicles use them, and what matters when you’re standing in a parking lot trying to figure out why the plug won’t fit.

CCS (Combined Charging System) is the current dominant standard in North America and Europe, supporting up to 350 kW.

CHAdeMO is a Japanese connector standard, mostly used by older Nissan Leafs. It’s effectively being phased out in Western markets.

NACS (North American Charging Standard / SAE J3400) is Tesla’s connector format, now adopted by most major automakers and on its way to becoming the new default.

Adapters exist for all three—so having the “wrong” connector isn’t a dealbreaker today.

What are CCS vs. CHAdeMO vs. NACS?

CCS (Combined Charging System), CHAdeMO, and NACS (North American Charging Standard) are the three main DC fast-charging connector formats for electric vehicles. CCS is the current standard across North America and Europe. CHAdeMO was Japan’s competing standard, now largely obsolete in Western markets. NACS — originally Tesla’s proprietary connector — is becoming the new North American default after being adopted by major automakers and standardized as SAE J3400 in 2023.

Think of them as different shapes of the same plug. Electrically, they all do DC fast charging — the kind that can add 100+ miles of range in 20–30 minutes. But because the connectors are physically incompatible, your car’s charging port has to match the station’s connector (or you need an adapter).

CCS

350 kW max DC power combined charging system. Dominant in North America (CCS1) and Europe (CCS2). Two DC pins added below the standard AC port.

CHAdeMO

100–150 kW max DC power (typical) Japanese standard developed by Nissan, Toyota, and others. Separate large round connector. Found mainly on older Nissan Leafs and Mitsubishi Outlander PHEVs.

NACS New default

250–350 kW max DC power (V3/V4 Supercharger) Tesla’s connector, standardized as SAE J3400 in 2023. Smaller and lighter than CCS. Now adopted by Ford, GM, Honda, Rivian, and most major automakers.

CCS: the current workhorse

CCS (Combined Charging System) is an EV fast-charging standard that adds two DC power pins below the standard Type 1 (North America) or Type 2 (Europe) AC charging port. It supports DC fast charging up to 350 kW and is currently the most widely deployed fast-charging format in North America and Europe, used by nearly all non-Tesla EVs launched between 2013 and 2024. CCS was developed through a collaboration between German automakers (BMW, Mercedes, Audi, Volkswagen, and Porsche) and American manufacturers (Ford and GM) under the SAE J1772 framework. The “combined” part is the key: the same physical port handles both everyday Level 2 AC home charging and high-speed DC fast charging. That’s a real usability win compared to CHAdeMO, which required a completely separate large port. There are two versions you’ll encounter:

CCS1 — used in North America, built on the Type 1 (J1772) AC connector

CCS2 — used in Europe, built on the Type 2 (Mennekes) AC connector

The two are physically different and not cross-compatible without an adapter, but the underlying charging communication protocol (ISO 15118, OCPP) is the same.

Which cars use CCS?

Essentially every non-Tesla EV sold in the U.S. and Europe from around 2014 through 2024 uses CCS. That includes the Chevrolet Bolt, Ford Mustang Mach-E, Volkswagen ID.4, Hyundai Ioniq 5 and 6, Kia EV6, BMW iX, Mercedes EQS, and hundreds of others. As of 2026, most major automakers are actively transitioning new models to NACS — but their existing CCS vehicles will remain on the road for many years.

CHAdeMO: the Japanese standard that faded

NACS: the new default

NACS (North American Charging Standard), formally standardized as SAE J3400 in June 2023, is Tesla’s charging connector format—now becoming the dominant EV charging standard in North America. Originally proprietary to Tesla’s Supercharger network, NACS was opened up to other automakers in November 2022 and quickly adopted by Ford, GM, Rivian, Honda, Acura, Nissan, Volvo, Polestar, Mercedes-Benz, and most other major brands for vehicles starting in 2026.

The connector itself is noticeably smaller and lighter than CCS — Tesla designed it from scratch rather than building on an existing AC standard, which gave them more freedom. A single NACS port handles both AC level 2 charging and DC fast charging, just like CCS, but in a more compact form factor. What really accelerated NACS adoption wasn’t the hardware — it was the network. Tesla’s Supercharger network is by far the largest and most reliable fast-charging network in North America, with over 50,000 stalls as of 2026. When Ford announced in May 2023 that new Ford EVs would get NACS ports, the decision was driven as much by Supercharger access as connector design. GM followed weeks later. By early 2024, the transition was effectively a foregone conclusion.

When does your non-Tesla car get NACS?

Most automakers are rolling out NACS ports on new model years, 2025 and 2026 vehicles. If you already own a CCS car from Ford, GM, or another brand, you’ll need a CCS-to-NACS adapter (or NACS-to-CCS, depending on the situation) to use Superchargers—most automakers are providing these as part of their Supercharger access agreements.

How fast do CCS vs. CHAdeMO vs. NACS actually charge?

NACS via Tesla V3/V4 Superchargers and high-power CCS stations both support up to 350 kW. CHAdeMO is limited to around 100–150 kW on most deployed hardware. In real-world use, your actual charge rate depends on your vehicle’s maximum acceptance rate, the station’s available power, and your battery’s state of charge — not just the connector standard.

Comparison of CCS vs. CHAdeMO vs. NACS EV fast-charging standards by speed, compatibility, and network availability StandardMax power (spec) Real-world range/30 min Network status: new vehicles CCS1/CCS2 350 kW ~ 150–200 Active / expanding Transitioning to NACSCH AdeMO 100–150 kW (typical) ~60–90 mi Declining No new adoptions NACS (SAE J3400) 350 kW (V4 Supercharger) ~150–200 mi Expanding fast: new industry default

A few things worth noting about that table: the “max power” figures are theoretical maximums. Most EVs can only accept 150–250 kW even at 350 kW stations. And battery chemistry means you’ll always charge faster at 20% state of charge than at 80%. The connector standard matters less than people think for day-to-day charging speed — the bigger factors are your car’s onboard charge rate and the station’s actual available power at that moment.

Pros and cons of CCS vs. CHAdeMO vs. NACS

CCS

✓ Pros

Huge existing network of chargers

Used by nearly all non-Tesla EVs from 2014–2024

Up to 350 kW on high-power stations

Single port handles AC and DC charging

Adapters available for NACS access

✗ Cons

Connector is bulkier and heavier than NACS

Being phased out on new vehicles

CCS1 and CCS2 are not directly compatible

Reliability complaints at some third-party stations

CHAdeMO

✓ Pros

Still usable at existing CHAdeMO stations

Large installed base in Japan

Supports bidirectional charging (V2G)

✗ Cons

No new vehicles adopting it in Western markets

The connector is very large and heavy

Network not growing in North America or Europe

Max speed limited on most deployed hardware

No clear future roadmap in these markets

NACS

✓ Pros

Access to Tesla’s Supercharger network (50,000+ stalls)

Smaller, lighter connector

Now the SAE industry standard (J3400)

Adopted by virtually all major automakers for 2025+

High reliability reputation (Supercharger network)

✗ Cons

Transition period creates adapter friction

Non-Tesla NACS adapters still rolling out

Not yet universal at third-party networks (transition ongoing)

Which charging standard should you actually care about?

Here’s how to think about it based on your situation:

Buying new in 2026? Check if the car has a NACS port. Most new models do or will soon. If it ships with CCS, confirm your automaker’s NACS adapter timeline.

Already own a CCS car? You have great coverage from Electrify America, ChargePoint, EVgo, and others. Pick up a NACS adapter from your automaker to add Supercharger access—that's a significant upgrade.

Own a CHAdeMO car? You’re fine on existing networks but start planning road trips around CHAdeMO station locations. PlugShare is your best friend here.

Planning long road trips? NACS and Supercharger access are the most convenient options right now, both in terms of station density and reliability.

Can you use adapters between CCS, CHAdeMO, and NACS?

Yes—adapters exist for cross-compatibility between CCS vs. CHAdeMO vs. NACS and other standards. Tesla offers a CCS adapter for Tesla owners who need to use third-party CCS fast chargers. Most automakers that have switched to NACS (Ford, GM, etc.) are providing CCS adapters so existing CCS vehicle owners can access non-NACS charging stations. CHAdeMO adapters exist but have had limited availability.

Adapters aren’t perfect, though. Some impose speed limits (a NACS adapter on a CCS car may cap charging at a lower rate than native). Not all adapters are compatible with all vehicles. And carrying an adapter is one more thing to remember. The transition period—roughly 2024–2027—is going to involve some adapter complexity. After that, the expectation is that NACS will simply be the one connector you need in North America.

Conclusion:

The EV charging standards war is essentially over in North America. NACS is the new default; CCS remains the dominant standard for millions of existing EVs, and CHAdeMO is fading out of the picture. If you’re buying new, expect NACS. If you already drive a CCS vehicle, you’re in good shape — just grab an adapter and carry on.

The connector on your car matters a lot less than the infrastructure behind it. A standard is only as good as the network it unlocks, the reliability of those stations, and the software stack managing the entire charging session. That’s where the real work is happening right now — and it’s where the EV charging experience will get dramatically better (or worse) over the next five years. Whether you’re an EV driver who just wants to plug in without drama, an automaker designing the next platform, or a fleet operator trying to future-proof hundreds of vehicles—the charging stack underneath your cars is one of the most consequential decisions you’ll make. Get the hardware right. But don’t underestimate the software and drivetrain side of that equation.

Building the software that makes EV charging actually work

Choosing the right connector is step one. The harder part—and the part most OEMs underestimate—is the Vehicle Control Unit (VCU), Battery Management System (BMS), and drivetrain software that orchestrates the entire charging session, from negotiation handshake to cell-level thermal management.

Dorleco designs production-ready EV drivetrain control software—CCS, NACS, and CHAdeMO compatible—that helps EV manufacturers, Tier 1 suppliers, and fleet operators bring vehicles to market faster, with fewer integration headaches. Our VCU and BMS software is deployed in commercial EVs across three continents.

Talk To our engineering team.

Explore our Solutions

[dorleco]

Software-Defined Vehicle (SDV): Architecture, Benefits & 2026 Market Trends

Introduction

If you’ve owned a car for more than a few years, you know the drill. The navigation maps get outdated. The interface starts to feel clunky. The features you wish it had — well, you’d need to buy a whole new car to get them. That’s the world software defined vehicle are trying to replace. And based on how quickly things are moving, it’s not a distant dream — it’s already here.

What exactly is a software-defined vehicle?

The simplest way to think about it: your car starts working more like your phone. You don’t buy a new iPhone every time Apple releases a cool new feature. You get a software update, and suddenly your old phone does new things. software defined vehicle work the same way. The hardware is the foundation — but the software is what makes the car actually useful, and that software can change. A feature that didn’t exist when you bought the car might show up a year later. A safety improvement discovered in testing can be pushed to your vehicle overnight. This might sound simple, but it represents a fundamental rethinking of how cars are designed, built, and sold. Traditional automakers have spent over 100 years optimizing around hardware. SDVs flip that entirely.

How does a software defined vehicle actually work under the hood?

Here’s where it gets interesting — and a bit technical, but I’ll keep it digestible. Traditional cars have dozens (sometimes hundreds) of small, dedicated computers called Electronic Control Units, or ECUs. Each one handles a specific job: one for the engine, one for the brakes, one for the infotainment system. They don’t talk to each other much, and updating any of them usually requires a trip to the dealership. SDVs replace that scattered approach with a centralized compute architecture. Instead of 100+ ECUs scattered around the car, you have a handful of powerful central processors — sometimes called a “vehicle computer” or “domain controller” — that run the entire vehicle’s software stack. This matters because when all the software runs on a unified platform, it becomes much easier to update, test, and improve. Engineers can roll out changes to millions of vehicles simultaneously — without anyone visiting a service center. That connectivity layer (usually 4G/5G + Wi-Fi) is what makes over-the-air updates possible. And OTA updates aren’t just for adding new navigation features — they can touch everything from battery management to safety alerts to the way the car handles in wet conditions.

Traditional cars vs. Software defined vehicle : What’s the real difference?

At a glance:

Traditional car = hardware-defined. Features are fixed at the factory.

Software-defined vehicle = software-first. Features evolve over time via updates.

Think: landline phone vs. smartphone. Both make calls. Only one keeps getting smarter.

FeatureTraditional VehicleSoftware Defined VehicleFeature updatesLocked at purchaseDelivered wirelessly over timeSafety recallsPhysical visit to dealerSoftware patch sent remotelyCompute architecture100+ distributed ECUsCentralized domain controllersNew capabilitiesBuy a new carSubscribe or unlock remotelyPersonalizationLimited (trim levels)Deep, per-user software profilesData & diagnosticsDealership onlyReal-time cloud monitoringResale value dynamicDepreciates with ageCan improve with software updatesDevelopment cycle5–7 year model cyclesContinuous deployment

Why does this actually matter for everyday drivers?

Fair question. You might be thinking, “I just want to get from A to B. Do I really need my car to act like a tech product?” Here’s the thing — it’s not just about fancy features. The shift to SDVs has real, practical implications for how safe your car is, how much it costs to own, and how long it stays relevant.

Your car gets safer over time, not less safe

In the traditional model, if engineers discover a safety issue after your car leaves the factory, you get a recall letter, book a dealership appointment, and wait. It’s slow, disruptive, and often has terrible compliance rates. With SDVs, a safety fix can be deployed to every affected vehicle overnight. No dealership visit. No waiting. Tesla famously improved the braking distance of its Model 3 by over 19 feet — via a software update — after a third-party test flagged the issue. That kind of responsiveness simply isn’t possible with traditional vehicle design.

The car you bought keeps getting better

Remember when Tesla pushed an update that added a track mode to the Model 3, or when it unlocked more horsepower for drivers who paid a subscription? Love it or not, this model means your three-year-old car can suddenly feel newer. That’s a genuinely new kind of value proposition in the auto industry.

Lower ownership costs over the long run

Software fixes are dramatically cheaper than physical ones — both for manufacturers and for you. When a bug in the braking software can be patched remotely, that’s potentially thousands of dollars in savings compared to a traditional recall. And as automakers collect real-time data on how vehicles perform, they can proactively fix problems before they become expensive failures.

More personalized experiences

SDVs enable genuine per-driver profiles — seat positions, driving modes, climate preferences, and display layouts — that sync across vehicles in a fleet or follow you from car to car. It’s the kind of seamless, personalized experience that’s been normal in consumer electronics for years but largely absent from cars.

Suppliers Building Core Systems

Almost every major automaker has made SDVs their north star for the decade ahead. Here’s where things stand:

Tesla: The original SDV pioneer. Tesla has pushed more OTA updates than any other brand and built full self-driving capability as an ongoing software subscription. Every other automaker is essentially trying to close the gap it opened back in 2012.

Volkswagen Group: VW built CARIAD as its dedicated in-house software division, targeting a unified SDV stack across Volkswagen, Audi, and Porsche. It’s been a bumpy road — the division burned through billions before VW had to rope in outside partners — but the ambition hasn’t changed.

General Motors’ (GM’s): Ultifi platform is designed to cleanly separate software from hardware, so new features can be deployed without touching the physical car. Cruise remains its autonomous driving arm, with Ultra Cruise already rolling on select trucks.

BMW: has leaned into the subscription model harder than most — with varying results. It’s developing an in-house OS for 2025+ models and already offers paid feature unlocks, though consumer pushback on things like heated seat subscriptions has forced some rethinking.

Toyota: announced Arene OS as the software foundation for all future models and is partnering with Woven Planet on the underlying infrastructure. Toyota is typically methodical rather than flashy about this stuff, but the commitment is real.

Stellantis: The STLA Brain platform is targeting 4.4 million connected vehicles by 2030, with a stated software revenue goal of €20 billion per year. That’s an ambitious number — and a sign of how seriously the company is treating software as a business model, not just a feature.

Nvidia / Qualcomm: Neither of these companies makes cars, but they’ve become absolutely central to how the industry thinks about vehicle computing. Nvidia’s DRIVE Orin and Qualcomm’s Snapdragon Ride platforms power next-generation SDV architectures across dozens of OEM programs. They’re the engine room of the SDV revolution, even if their names rarely appear on the hood.

BYD & NIO: Chinese EVs were born software-first, and it shows. Both BYD and NIO have OTA maturity that genuinely rivals Tesla, with rapid iteration cycles that legacy automakers are still struggling to match. NIO even lets owners swap battery packs — a hardware-level flexibility driven by software orchestration.

Dorleco: Not every SDV enabler is a household name — and that’s exactly the point. Dorleco is an emerging automotive software firm that works with OEMs and Tier-1 suppliers, Dorle Controls, to build the kind of deep-stack solutions that make SDVs actually function in the real world.

Their Vehicle Control Units (VCUs) are built with modular hardware architecture and an ASIL-compliant software platform, offering high-speed data processing and real-time control. Dorle Controls is the unglamorous but mission-critical layer that sits between software commands and physical vehicle behavior. With engineering offices in Michigan and Pune, Dorleco combines the cost advantage of India-based development with US proximity for OEM clients and, unlike pure-service firms, also manufactures VCUs, CAN keypads, CAN displays, and EV software tools (Dorle Controls) — meaning their engineers work with hardware-validated knowledge, not just code. For startups, Tier-1 suppliers, and universities trying to move fast on SDV development without building everything from scratch, they’re the kind of specialized partner that makes the ecosystem work.

What’s interesting about this whole landscape is how it’s reshaping the supplier ecosystem from the ground up. Tier-1 giants like Bosch and Continental are pivoting from selling hardware components to selling software stacks. Chip companies like Nvidia have become central to automotive strategy in a way that would’ve seemed strange a decade ago.

And specialized firms like Dorleco are carving out real territory by doing the precise, technically demanding work — VCUs, E/E integration, powertrain software — that the big platforms depend on but can’t always do at the granular level a specific project needs.

The SDV supply chain looks nothing like it did five years ago. And it’ll look different again five years from now.

Okay, but what are the challenges?

It wouldn’t be a fair take without the honest complications. SDVs are genuinely exciting, but they’re not without real friction points.

Cybersecurity is a much bigger deal

When your car is permanently connected to the internet and can be updated remotely, it also becomes a potential target. Automotive cybersecurity has evolved from a niche concern to a boardroom priority. Regulations like UNECE WP.29 now mandate cybersecurity management systems for all new vehicle types in many markets. This is being taken seriously, but it’s an ongoing challenge.

Legacy automakers are playing catch-up

Building software-first products requires a fundamentally different kind of organization. Automakers are used to 5–7 year development cycles and hardware-centric engineering teams. Recruiting and retaining software talent — especially when competing with Google, Apple, and Meta — has been genuinely difficult. VW’s CARIAD division famously ran into delays that pushed back the launch of key models by years.

Subscription fatigue is real

There’s a genuine tension between the SDV business model (ongoing software revenue) and what consumers actually want (a car you own outright). BMW faced significant backlash when it announced a subscription for heated seats — a feature that drivers rightly felt should come with the hardware they already paid for. The industry is still figuring out where the line is.

Standardization is a mess (for now)

Every major automaker is building its own software stack, often incompatible with competitors. This is great for differentiation but creates complexity for suppliers, developers, and ultimately for drivers who might want app ecosystems that span brands. Industry consortia like COVESA and AUTOSAR are working on common standards, but it’s early days.

What does the next 5 years look like?

Where SDVs are headed by 2030:

AI-native vehicles — Large language models and edge AI will make cars genuinely conversational and context-aware, not just voice-command-responsive.

App ecosystems for cars — Third-party developers building for your vehicle’s platform the way they build for iOS and Android.

Software as the primary revenue stream — Automakers project more revenue from software services than hardware margins within the decade.

Autonomous-ready by default — New vehicles designed to support full autonomy once the software matures and regulations allow.

Cross-brand portability — Your driver profile, preferences, and app library following you across different manufacturers.

The honest truth is that we’re still in the early innings. The SDV of 2030 will look very different from what’s on the road today — probably in ways we can’t fully predict. But the direction is clear, and it’s accelerating.

Conclusion :

The shift to software defined vehicle is one of those changes that looks incremental from the outside but is genuinely foundational underneath. It’s not just about cars getting fancier screens or wireless updates. It’s about rethinking what a car is — from a fixed machine you maintain, to a living platform that evolves with you.

For everyday drivers, that means safer vehicles, lower ownership costs over time, and a car that doesn’t feel obsolete three years after you buy it. For the industry, it means an entirely new business model, a new kind of competition, and a new set of skills that most automakers are still scrambling to build.

The companies getting this right — whether it’s Tesla setting the pace, Dorleco doing the deep engineering work that makes it all run, or Toyota quietly building the infrastructure for the next decade — are the ones treating software not as a feature, but as the foundation.

We’re not at the finish line. Cybersecurity still needs solving. Standardization is still messy. Subscription fatigue is real. But the direction is set, and the investment behind it — measured in hundreds of billions of dollars globally — makes it pretty clear this isn’t a trend that reverses.

The car you buy in 2030 will almost certainly be software-defined. The more interesting question is: what will it be capable of by 2035, once the software has had five years to evolve?

That’s the part nobody fully knows yet. And honestly, that’s what makes it worth paying attention to.

[dorleco]

How Regenerative Braking Works — And Why It’s Changing Everything

Introduction

Every time your EV slows down, something remarkable happens: your car starts making electricity. Here’s exactly how that works, why it matters more than most people realise, and what’s coming next.

Regenerative braking is an energy-recovery system in electric and hybrid vehicles that uses the electric motor as a generator when you slow down. Instead of turning kinetic energy into waste heat (like conventional brakes do), it converts that energy into electricity and sends it back to the battery — extending driving range and dramatically reducing brake wear.

What actually is regenerative braking?

Let’s start with the honest version: the name makes it sound more complicated than it is. Strip away the jargon and regenerative braking is really just one elegant idea — when your car slows down, the electric motor runs backwards and makes electricity instead of using it.

In a regular petrol or diesel car, every time you hit the brakes, you’re essentially converting the energy of your moving vehicle into heat. That heat radiates off the brake discs and disappears into the atmosphere. It’s gone. Wasted. You’ve paid for that energy in fuel, and you’ve thrown it away.

How does regenerative braking work, step by step?

The process happens faster than you can blink, but here’s what’s going on every time you lift your foot off the accelerator or tap the brake pedal in an EV:

1.You decelerate

You lift off the accelerator or press the brake pedal. The car’s control system immediately interprets this as a request to slow down.

2. The motor reverses its role

Instead of drawing electricity from the battery to turn the wheels, the car’s inverter tells the motor to resist wheel rotation — the wheels are now spinning the motor, not the other way around.

3. Electricity is generated

The spinning motor produces AC electricity. The inverter converts this to DC power suitable for storing in the battery pack.

4. Energy goes back to the battery

The recovered electricity is fed into the high-voltage battery. Depending on the car, the battery management system may store it, use it to power accessories, or both.

5. Friction brakes assist when needed

If you need to slow down faster than regen can manage — an emergency stop, very low speeds, or a cold battery — the conventional friction brakes automatically step in. This blending happens seamlessly in the background.

The key components involved

Three core pieces make regenerative braking possible:

The electric motor / generator

This is the heart of the system. Every EV motor is also a generator — the physics works both ways. When electricity flows in, it spins. When it’s spun, it produces electricity. The Honda CR-V hybrid’s motor-generator, for example, can produce up to 30 kW of regenerative power during maximum braking events, and it switches functions nearly instantaneously.

The inverter / power control unit

This is the brains. The inverter controls the flow of electricity in both directions — from battery to motor during acceleration, and from motor to battery during braking. It converts AC power from the motor into DC power the battery can store, and manages the whole transition smoothly enough that you barely feel it.

The high-voltage battery pack

This is where the recovered energy goes. The battery management system monitors its state of charge, temperature, and capacity to decide how much regenerative braking it can support at any given moment. A nearly-full or very cold battery will accept less regenerated energy — we’ll cover those limitations in detail below.

Regenerative vs. friction braking — what’s the difference?

You’ll still have conventional hydraulic brakes on any EV. They’re not going anywhere. Here’s a quick comparison of how the two systems differ and when each is in play:

FeatureRegenerative BrakingFriction BrakingHow it slows the carMotor resistance (electromagnetic drag)Pads clamping on discs (heat)Energy outcomeRecovers electricity → batteryConverts energy to waste heatBest forMild–moderate deceleration, city drivingEmergency stops, very low speedsBrake pad wearMinimalNormal wearPedal feelSmooth, engine-braking-likeFamiliar, progressiveWorks when battery is full?Reduced / limitedAlways

Modern EVs blend these two systems automatically. The brake pedal sends a deceleration request to the computer, which then uses as much regenerative braking as safely possible before bringing friction brakes into the mix. In most everyday driving situations, you never actually need the friction brakes at all — which is a big part of why EV brake pads can outlast those in comparable petrol cars by several times over.

How much energy does it actually recover?

This is the question everyone asks — and the honest answer is: it depends. But the numbers are more impressive than you might expect.

10–25%

Typical real-world energy recovery in stop-and-go city traffic

60–70%

Efficiency of regenerative braking during active braking events

85%+

Energy recovery possible when descending slopes

92.5%

Max recovery in advanced supercapacitor-based hybrid systems

The spread is real. Hitting the brakes hard from high speed in a single event is actually less efficient than lots of gentle, progressive slowing — because kinetic energy scales with the square of speed. Doubling your speed quadruples the energy involved. City driving, with its constant gentle deceleration from 30–50 mph, is actually the ideal environment for regen.

A recent study using a Hyundai Kona Electric across 60 urban trips found that the average energy recovery efficiency across all journeys was around 21%, and that the number of braking events mattered far more than their intensity. Frequent, moderate braking in dense traffic consistently beat infrequent hard stops — a strong correlation (r = 0.9) between braking frequency and total energy recovered.

“Regenerative braking isn’t magic — but it is one of the quiet superpowers of electrified cars. It stretches range, saves your brake pads, and can make stop-and-go traffic noticeably easier to live with.”

One-pedal driving explained

If you’ve spent any time around EVs, you’ve probably heard the term “one-pedal driving.” It sounds gimmicky but a lot of people — once they’ve tried it — never go back.

It sounds odd, but it becomes intuitive quickly. You modulate speed entirely with one foot, the car smoothly decelerates whenever you ease up, and you reach for the brake pedal only in true emergencies. In city traffic, it’s often genuinely easier and more relaxing than conventional two-pedal driving.

Cars that offer strong one-pedal driving in 2025:

Tesla Model 3 and Y, Nissan Leaf (e-Pedal), Chevy Bolt, Ford Mustang Mach-E, Hyundai Ioniq 5/6, Kia EV6/EV9, and BMW i-series vehicles. Hyundai and Kia even let you adjust regen strength via steering wheel paddles while driving.

How to get more range using regen

The system works automatically, but your driving habits make a meaningful difference. Here are the techniques that actually move the needle:

Look further ahead

Anticipating slowdowns lets you lift off early, giving regen more time and distance to do its work gently and efficiently.

Use Eco or higher regen modes in the city

City traffic is regen’s best friend. Switch to Eco mode or max regen in urban driving — you’ll feel the difference on your next charge.

Lean into downhills

Descending slopes with regenerative braking engaged can recover enormous amounts of energy — over 85% efficiency on long grades.

Coast to red lights

Start easing off 200–300m before a red light rather than braking at 50m. You’ll recover more energy and your passengers will thank you.

Pre-condition in cold weather

Cold batteries accept regenerated energy less efficiently. Pre-conditioning while plugged in warms the battery so regen works properly from the moment you set off.

Try the paddles (if your car has them)

Cars like the Hyundai Ioniq 5 and Kia EV6 let you adjust regen strength on the fly. Experiment until you find what feels natural.

When regenerative braking doesn’t work as well

It’s worth being realistic about the limitations. Regen is genuinely impressive, but it’s not a magic bullet, and there are several situations where it’s less effective:

Battery is nearly full

If you start a drive with a 100% charge, there’s nowhere to put the regenerated energy. Most EVs will reduce regen significantly in this situation, relying more on friction brakes. This is one reason some manufacturers (and many experienced EV drivers) recommend charging to 80–90% for daily use rather than always topping up to 100%.

Very cold temperatures

Battery chemistry slows down in the cold, which limits how quickly it can accept charge — including regenerated energy. If your battery is cold, regen will feel weaker until it warms up.

High-speed emergency stops

At highway speeds, regen simply can’t provide enough stopping force quickly enough in a true emergency. This is exactly what the friction brakes are for, and they engage automatically. Never hesitate to stamp on the brake pedal if you need to.

Very low speeds

As the car approaches a standstill, the motor generates less electrical resistance, so regen fades out in the last few mph. The friction brakes take over to bring the car to a complete stop — which is why even in one-pedal mode, most cars lightly apply the physical brakes in the final few feet.

What’s next for regenerative braking?

The market for regenerative braking systems is growing quickly. Industry analysts project the global automotive regenerative braking market will surpass $15 billion by 2030, with a compound annual growth rate of around 11% through 2025–2030. But the more interesting developments are technical.

Brake-by-wire

Traditional braking systems use hydraulic fluid to physically transmit your pedal press to the brake callipers. Brake-by-wire replaces this mechanical link with electronic actuators and sensors — making the coordination between regen and friction braking smoother, faster, and more precise, with no hydraulic lines to maintain.

Supercapacitors

Standard lithium-ion batteries have limits on how fast they can absorb energy. Supercapacitors can charge and discharge almost instantaneously, making them ideal for capturing the burst of energy from hard braking events. Research systems combining supercapacitors with BLDC motors have demonstrated energy capture rates of up to 92.5% — directing recovered energy to the supercapacitor first, then slowly transferring it to the main battery.

AI and predictive algorithms

This one is particularly exciting. Future autonomous and connected vehicles will use real-time traffic data, route terrain, and machine learning to pre-position their energy state before a braking event even happens. An autonomous EV that knows it’s about to descend a long hill, or that traffic 500m ahead is stopping, can maximise recovery efficiency in ways a human driver simply can’t.

Expansion beyond cars

High-speed trains in Japan and Europe have used regenerative braking for years — in some systems, slowing trains feed power back into the grid for accelerating trains on the same line. The same principles are now being explored for aircraft taxiing, heavy industrial machinery, and even elevators in large buildings.

So — is regenerative braking actually a big deal?

Honestly? Yes. But not in the flashy, headline-grabbing way that a lot of EV features get hyped. Regenerative braking is one of those technologies that quietly does its job every single day — stretching your range a little further, saving your brake pads from an early grave, and making stop-and-go traffic feel less like punishment.

What makes it genuinely clever is the elegance of it. There’s no dedicated hardware bolted on as an afterthought. The motor you already have is also a generator. The inverter already manages electricity flow. Regen is mostly a question of software deciding when to reverse the energy direction — and as that software gets smarter (through predictive algorithms, better battery management, and eventually autonomous driving integration), the efficiency gains are only going to grow.

For drivers, the practical takeaway is simple: understand how your car’s regen system works, drive with a bit of anticipation, and let the system do its thing. You don’t need to obsess over it. Just lift off the accelerator a bit earlier than you used to, use Eco mode in the city if you have it, and trust that every time you slow down, your car is quietly banking energy you’d otherwise throw away as heat.

And for the engineers and manufacturers building the next generation of EVs? The hard work is in making this invisible — seamlessly blending regen and friction braking, tuning the pedal feel, calibrating the control software so it all just works. That’s where the real innovation is happening right now, and it’s moving fast.

[dorleco]

Understanding Battery Management System (BMS)

Introduction

A battery management system (BMS) is the electronic brain of a rechargeable battery pack. It continuously monitors cell voltage, temperature, and current, then uses that data to keep the battery safe, balanced, and healthy. In electric vehicles, the BMS prevents overcharging, manages heat, estimates range, and communicates with the rest of the vehicle — all in real time.

In This Guide

What is a Battery Management System?

Why EVs Can’t Function Without a BMS

How a BMS Actually Works

The 6 Core Components of a BMS

Key Functions: SOC, SOH, Balancing & More

Real-World BMS Design Challenges

Where BMS Technology Is Heading

Frequently Asked Questions

What Is a Battery Management System (BMS)?

If you’ve ever wondered what actually keeps an electric vehicle battery from catching fire, losing range, or dying prematurely — that’s the BMS’s job. And it’s a surprisingly complex one.

A battery management system is the electronic system responsible for monitoring and controlling a rechargeable battery pack. At its core, it’s doing three things simultaneously: watching what’s happening inside the battery, deciding whether it’s safe to keep operating, and taking action when it isn’t.

You’ll find BMS technology everywhere batteries are used at scale — electric cars, hybrid vehicles, grid energy storage, power tools, aerospace systems, and medical devices. But the most demanding and highest-stakes application by far is in EVs, where battery packs can hold hundreds of kilowatt-hours of energy and cost tens of thousands of dollars to replace.

Why EVs Literally Can’t Function Without a BMS

An EV battery pack isn’t one big battery — it’s hundreds or thousands of individual lithium cells connected in series and parallel. And here’s the problem: no two cells are identical. They have slightly different capacities, internal resistances, and aging rates. Left unmanaged, these differences compound over time into serious problems.

The stakes are high. A single overcharged cell can trigger thermal runaway — a chain reaction where one cell’s heat causes neighboring cells to overheat, potentially resulting in fire. The BMS is the primary defense against this happening.

More specifically, a well-designed BMS does four critical things for an EV:

Safety

Prevents Dangerous Failures: Stops short circuits, overcharging, over-discharging, and temperature extremes before they cause damage or fire.

Longevity

Extends Battery Life Keeps cells operating within their ideal voltage and temperature ranges, slowing degradation and maximizing useful lifespan.

Performance

Maximizes Range Ensures the full capacity of the pack is usable by keeping cells balanced, so you’re not limited by the weakest cell.

Intelligence

Enables Smart Decisions Feeds real-time data to the vehicle’s VCU so regenerative braking, power delivery, and charging can all be optimized.

How a BMS Actually Works — Step by Step

At a high level, a BMS is a sense-process-act loop running continuously. Here’s how that plays out in practice:

StepWhat HappensKey Parameters1. Data CollectionSensors measure conditions across every cell in the pack, multiple times per second.Voltage, temperature, current2. ProcessingThe MCU runs algorithms to calculate derived states like SOC and SOH from the raw sensor data.SOC, SOH, cell balance delta3. Decision MakingThe BMS compares current conditions against pre-defined safe operating limits and decides what action (if any) is needed.Voltage thresholds, temperature limits, current caps4. ActionCommands are sent to cooling systems, balancing circuits, charge controllers, or the VCU to maintain safe conditions.Cooling, balancing, shutdown signals5. CommunicationAll status data is broadcast to other vehicle systems so they can coordinate around battery limits in real time.CAN bus messages, fault codes

The entire loop happens fast — typically every few milliseconds for critical protections like overcurrent and every few seconds for slower parameters like SOH estimation. The speed and accuracy of this cycle directly determine how safe and efficient the battery system is.

The 6 Core Components of a Battery Management System

A BMS isn’t a single chip — it’s an integrated system of hardware and software working together. These are the main building blocks:

1. Cell Voltage Monitoring Circuit

This is perhaps the most fundamental part of any Battery Management System. It measures the voltage of each individual cell, usually with millivolt-level accuracy. Why does that matter? Because the line between a healthy lithium cell and a dangerous one can be as thin as a few hundred millivolts. Catching a cell drifting toward its limits — in either direction — is the first line of defense.

2. Cell Balancing Circuit

Over time, cells in a pack develop slightly different charge levels. The balancing circuit’s job is to equalize them. There are two approaches: passive balancing (burning off excess charge from higher cells as heat — simpler but wasteful) and active balancing (redistributing charge from higher cells to lower ones — more efficient but more complex). Higher-end EV systems increasingly use active balancing to maximize usable range.

3. Temperature Sensors

Lithium cells have a Goldilocks zone — typically 15°C to 35°C for optimal performance. Too cold and they lose capacity and can be damaged by charging. Too hot and degradation accelerates dramatically, and thermal runaway risk increases. Thermistors placed throughout the pack give the BMS the thermal map it needs to act before temperatures become dangerous.

4. Current Sensors

Current sensors track how much charge is flowing in and out of the pack. This is essential for SOC estimation (Coulomb counting requires knowing exactly how much current has flowed over time) and for detecting overcurrent conditions that could damage cells or wiring. High-precision hall-effect sensors are common in automotive applications.

5. Microcontroller Unit (MCU)

The MCU is where all the intelligence lives. It runs the BMS algorithms — SOC estimation, SOH tracking, balancing decisions, and fault detection — and sends commands out to protective circuits and communication interfaces. In safety-critical automotive applications, the MCU typically runs on an ASIL-rated processor (ISO 26262 functional safety standard) with redundant watchdog circuits.

6. Communication Interface

A BMS doesn’t work in isolation. It needs to share data with the Vehicle Control Unit (VCU), the charger, the dashboard, and, in modern EVs, potentially the cloud. The dominant protocol in automotive is CAN bus, though some systems also use LIN for secondary sensors or higher-bandwidth options like CAN FD and Automotive Ethernet for data-heavy BMS architectures.

The Key Functions a BMS Performs Every Second

State of Charge (SOC) Estimation

SOC is the battery equivalent of a fuel gauge — it tells you what percentage of the pack’s capacity is currently available. But unlike a fuel gauge, it can’t be measured directly. The Battery Management System estimates it using methods like Coulomb counting (integrating current over time), open-circuit voltage (OCV) measurement, or, increasingly, model-based filtering approaches like the Extended Kalman Filter. Temperature, aging, and cell-to-cell variation all complicate this estimate, which is why accurate SOC is genuinely hard to achieve.

Real-time metric

State of Charge (SOC)

Current charge level as % of capacity. Changes continuously. Drives range estimation and charging decisions. Analogous to a fuel gauge.

Long-term metric

State of Health (SOH)

How much of the original capacity remains after aging? Changes slowly over months. Drives maintenance decisions and battery replacement timing.

State of Health (SOH) Monitoring

Where SOC tells you how full the tank is right now, SOH tells you how big the tank has gotten over time. As cells age, they lose capacity — a battery that held 100 kWh when new might only hold 80 kWh after a few years of heavy use. The BMS tracks this degradation by monitoring capacity fade, internal resistance growth, and cycle count. This data matters for warranty programs, second-life applications, and long-term fleet planning.

Cell Balancing

Even cells that started identical will drift apart over time. A pack where one cell is at 20% SOC while the rest are at 50% can only be discharged to 0% on that weakest cell — effectively losing usable capacity from every other cell. Regular balancing prevents this drift from compounding. It’s one of those invisible functions that, when done well, quietly extends the pack’s useful life by years.

Thermal Management

Heat is the enemy of battery longevity. The BMS monitors temperatures across the pack and actively manages them — commanding cooling fans, liquid cooling loops, or heating elements as needed. In high-performance EVs and fast-charging applications, sophisticated thermal management isn’t optional. A pack that consistently runs 10°C hotter than optimal can lose years of service life.

Overcharge and Over-Discharge Protection

This is the BMS’s most critical safety function. Charging a lithium cell beyond its maximum voltage causes chemical changes that can lead to thermal runaway. Discharging below the minimum voltage causes irreversible capacity loss and copper plating of the anode, which creates internal short-circuit risks. The BMS monitors these limits continuously and will interrupt charging or discharging before a cell crosses a dangerous threshold.

Diagnostics and Fault Logging

Modern BMS units don’t just react to problems — they log data over time. Temperature trends, voltage deviations, charge cycle counts, and fault events are recorded and made available for fleet management systems, service technicians, and cloud analytics platforms. This diagnostic trail is invaluable for warranty analysis, predictive maintenance, and ongoing battery optimization.

Chemistry Diversity NMC, LFP, NCA, LTO — each lithium chemistry has different voltage windows, charge curves, and thermal behaviors. A BMS tuned for one chemistry will perform poorly or fail dangerously with another. Multi-chemistry support requires either separate firmware profiles or adaptive algorithms.

Environmental ExtremesAn EV BMS must work reliably from −40°C in a Scandinavian winter to +85°C in a Middle Eastern summer, while surviving vibration, humidity, and EMI from motor inverters. Automotive-grade validation is significantly more demanding than consumer electronics.

SOC/SOH Accuracy Under Real-World ConditionsCoulomb counting drifts over time. OCV measurement requires the battery to be at rest. Model-based approaches need accurate cell models that themselves age. Getting SOC error below 2–3% consistently across temperature and aging states is a genuine engineering challenge.

Cost vs. Performance Trade-offsPremium sensors, high-frequency sampling, and sophisticated balancing circuits add cost. At the volume of automotive production, every dollar matters. BMS designers constantly balance measurement resolution against bill-of-materials cost.

Functional Safety ComplianceAutomotive BMS development increasingly requires ISO 26262 compliance (up to ASIL-C or ASIL-D for critical safety functions). This means formal hazard analysis, redundant monitoring paths, and exhaustive verification and validation — all of which add significant development cost and time.

Where BMS Technology Is Heading

The BMS of 2030 will look meaningfully different from what’s in most EVs today. A few trends are shaping the direction:

AI-Powered Estimation

Machine learning models that learn individual cell aging patterns can estimate SOC and SOH more accurately than physics-based models alone, especially as cells age in unexpected ways.

Cloud Connectivity & OTA

BMS firmware updates delivered over-the-air means algorithms can be improved after delivery. Cloud connectivity also enables fleet-level battery health analytics that individual vehicles can’t achieve alone.

Solid-State Battery Support

Solid-state cells have fundamentally different electrochemical characteristics. Next-gen BMS hardware and algorithms will need to be redesigned to manage them optimally.

Digital Twin Integration

Real-time digital twins of the battery pack running alongside the physical BMS enable predictive failure detection and more aggressive optimization without compromising safety margins.

V2G & Bidirectional Charging

Vehicle-to-grid systems demand BMS architectures that can manage complex bidirectional energy flows while protecting battery health — a very different operating profile from simple charge-discharge cycles.

Cell-Level Intelligence

Distributed BMS architectures with intelligence at the cell level (rather than centralized) reduce wiring complexity and enable faster, more precise response to individual cell events.

Building an EV System That Needs BMS Integration?

Dorleco’s engineering team works on BMS integration, VCU development, and full-stack EV controls — from architecture to validation. Let’s talk about your project.

Advantages

Enhanced Safety: Continuously guards against overcharging, over-discharging, short circuits, and thermal runaway — the BMS is your battery’s last line of electronic defense.

Longer Battery Life: By keeping every cell within its ideal operating window, a BMS dramatically slows capacity fade. A well-managed pack can outlast an unmanaged one by years.

Accurate Range Estimation: Reliable SOC estimation means the range indicator on your dashboard is actually trustworthy — no sudden “range drops” that catch you off guard.

Maximized Usable Capacity: Cell balancing ensures you’re using the full capacity of the pack, not just whatever the weakest cell will allow.

Real-Time Fault Detection: The BMS logs and flags anomalies — unusual temperature spikes, cell voltage deviations — before they become failures, enabling proactive maintenance.

Optimized Charging: The BMS coordinates with the charger to apply the ideal charge profile for the battery’s current state, temperature, and age — protecting cells while minimizing charge time.

Seamless Vehicle Integration: Via CAN bus, the BMS feeds real-time battery data to the VCU, enabling intelligent power management, regenerative braking optimization, and driver information.

Regulatory Compliance: In automotive applications, a certified BMS therefore helps manufacturers meet safety standards like ISO 26262, UL 9540, and UN ECE R100.

Disadvantages

Added Cost: A high-quality automotive BMS with precision sensors, active balancing, and safety-rated processors isn’t cheap. It adds meaningful cost to the battery system — especially at smaller production volumes.

Design Complexity: Building a BMS that works reliably across all operating conditions requires deep expertise in battery electrochemistry, embedded firmware, functional safety, and thermal engineering — all simultaneously.

SOC/SOH Estimation Errors: Despite sophisticated algorithms, real-world estimation accuracy is still imperfect — particularly in extreme temperatures or with heavily aged cells. This can cause range anxiety or premature maintenance alerts.

Parasitic Power Draw: The BMS itself consumes a small but continuous amount of power — even when the vehicle is parked. Over extended storage periods, this can slowly drain the pack.

Single Point of Failure Risk: If the BMS malfunctions, it can incorrectly shut down a healthy battery, trigger false alarms, or — in a worst case — fail to protect against a genuine fault. Redundancy and rigorous validation are essential.

Chemistry Lock-in: A BMS tuned for one battery chemistry (e.g., NMC) won’t work optimally out-of-the-box with another (e.g., LFP). Multi-chemistry support requires additional engineering effort.

Validation Overhead: Automotive-grade BMS certification (ISO 26262, ASPICE) therefore demands exhaustive testing and documentation, which in turn adds significant time and cost to development programs.

Conclusion

The Battery Management System is, without question, one of the most important pieces of technology in the electric vehicle ecosystem — and one of the least visible to the people who depend on it most. Every time you charge your EV overnight, push it hard on the highway, or rely on its range estimate to get you home, the BMS is quietly doing its job in the background.

As battery technology continues to evolve — toward higher energy densities, faster charging, solid-state chemistries, and bidirectional grid integration — the Battery Management System will need to evolve right alongside it. The systems going into vehicles today are already far more capable than what was state-of-the-art five years ago. The BMS platforms of 2030 will be smarter still, incorporating AI-driven estimation, cloud connectivity, and cell-level intelligence that we’re only beginning to develop.

At Dorleco, BMS integration is something our engineering team works on directly — connecting battery systems to Vehicle Control Units and building the controls software that makes the whole system behave intelligently. If you’re designing an EV system and wrestling with any of the challenges covered in this guide, we’d genuinely enjoy the conversation.

[dorleco]

CAN Bus in Industrial Automation

Introduction

CAN Bus (Controller Area Network) is a serial communication protocol that lets devices like sensors, actuators, PLCs, and displays talk to each other on a shared two-wire network — without needing a central host computer. Originally built for cars, it became a staple in industrial automation because it handles noise, vibration, and real-time data demands exceptionally well. It supports up to 127 nodes, transfers data at up to 1 Mbit/s, and comes with built-in error detection that keeps things running even when individual components fail.

Table of Contents

What Is CAN Bus?

How CAN Bus Actually Works?

Key Technical Specifications

Why Industrial Automation Adopted CAN Bus?

Where CAN Bus Is Used in Industry?

Honest Pros & Cons

CAN Bus vs. Other Industrial Protocols

The Security Question

Is CAN Bus Future-Proof?

Frequently Asked Questions

1. What Is CAN Bus?

Consider what occurs on a busy production floor. Sensors that monitor temperature, actuators that move parts, a PLC that makes decisions, and an HMI screen that shows operators what’s happening all require continuous information sharing.

Before CAN Bus, each device had to run a separate wire to a central controller in order to connect all those components. messy, costly, and prone to failure. By enabling all devices to share a single two-wire network and communicate directly with one another via a broadcast system — more akin to a group chat than individual phone calls — CAN Bus overcame this issue.

Bosch created the technology in 1983, and ISO 11898 was used to standardize it. It was initially employed in automobiles to lessen the weight of wiring harnesses, but engineers soon discovered that it was just as appropriate for industrial settings with comparable problems, such as electrical noise, vibration, high temperatures, and the requirement for millisecond-level reaction times.

Key idea: CAN Bus is a “multi-master” protocol, meaning that any node on the network can start a conversation. When two nodes attempt to communicate at the same time, built-in arbitration automatically settles the dispute. No node ever locks while awaiting authorization.

2. How CAN Bus Actually Works

Fundamentally, CAN Bus uses two wires known as CAN-High (CANH) and CAN-Low (CANL) for differential communication. The data transmitted is represented by the voltage differential between them. Because of its differential approach, CAN Bus is extremely resistant to electromagnetic interference. If noise affects both cables equally, the signal remains clean because the difference between them remains the same.

A CAN Bus broadcasts messages to every node at the same time. Each node “listens” to the bus and uses the message ID to determine whether a message is pertinent to it. This innovative architecture, which is message-based rather than address-based, allows you to add a new node to the network without having to reconfigure every current device to acknowledge it.

The CAN Bus protocol uses a procedure known as bitwise arbitration to handle attempts by two nodes to broadcast at precisely the same moment. The lower-priority node retreats and attempts again, while the node with the higher-priority message ID wins automatically. All of this transparently occurs in microseconds without causing any data loss.

Another noteworthy aspect is error detection. There are five distinct error-checking techniques in CAN Bus:

CRC evaluations Frame checks Verification of acknowledgement Bit tracking Checks for bit stuffing

When a node detects too many faults, it immediately enters a bus-off state to prevent a malfunctioning device from corrupting the rest of the network.

3. Key Technical Specifications at a Glance

ParameterSpecificationNotesStandardISO 11898–1 / ISO 11898–2High-speed CAN (data layer / physical layer)Max Data Rate1 Mbit/sAt cable length ≤ 40 m; rate drops with longer runsMax Bus Length~1,000 mAt 50 kbit/s; use repeaters for longer runsMax Nodes127 nodesStandard CAN; CAN FD extends this furtherTopologyLinear / busRequires 120Ω termination resistors at both endsWiring2-wire differential (CANH / CANL)Often twisted pair for additional noise immunityError Handling5 mechanismsCRC, frame check, ACK, bit monitor, bit stuffingMessage PriorityBitwise arbitrationLower ID = higher priority; non-destructivePowerLow-power sleep modesNodes can be woken selectively

4. Why Industrial Automation Adopted CAN Bus

Numerous industrial communication protocols exist, including Modbus, PROFIBUS, EtherCAT, DeviceNet, and CANopen. Why, therefore, has CAN Bus been used in so many applications for such a long time?

The extreme cruelty of the settings for which it was intended is partly to blame. Car engines must continue to run in -40°C winters and +85°C engine bays, vibrate, get wet, and deal with voltage spikes from motors. The problem set of industrial machinery is nearly the same.

The fault isolation, robust differential signaling, and integrated error management that allowed CAN Bus to endure in automobiles transitioned nearly flawlessly to manufacturing floors.

5. Where CAN Bus Is Used in Industry:

Common applications include:

Robotics

The CAN bus coordinates robotic arms in real time — syncing joint encoders, servo drives, and force sensors so each axis moves exactly when it should.

Manufacturing Lines

Automated assembly lines use CAN Bus to synchronize conveyors, welders, inspection cameras, and PLCs.

Process Control

Chemical plants, refineries, and power generation facilities use CAN Bus to monitor temperature, pressure, and flow sensors.

Industrial Vehicles

Forklifts, cranes, mining equipment, and reach stackers use CAN Bus for:

load monitoring

drive control

safety interlocks

operator displays

Aerospace & Defense

Ground support equipment and test rigs rely on CAN Bus where vibration resistance and reliability are essential.

EV & Battery Systems

Battery Management Systems (BMS) and Vehicle Control Units (VCUs) rely on CAN Bus for the following:

cell monitoring

thermal management

powertrain coordination

Building Automation

HVAC systems and elevator controls use CANopen for distributed control.

EV Charging Infrastructure

For example, charging stations use CAN Bus internally between power electronics, controllers, and UI systems.

6. Honest Pros & Cons of CAN Bus in Industrial Automation

Strengths

Exceptional noise immunity (differential signaling)

Built-in, multi-layered error detection

Fault-tolerant network behavior

Real-time capable communication

Simple two-wire wiring

Huge hardware ecosystem

Easy scalability

Low power consumption

Decades of proven reliability

Limitations

Max 1 Mbit/s bandwidth

Distance vs speed tradeoff

No built-in security or encryption

Less deterministic than EtherCAT

Maximum 127 nodes per segment

Configuration complexity in large systems

Not ideal for large data packets

Notably, CAN FD improves bandwidth up to 8 Mbit/s and supports larger payloads.

7. CAN Bus vs Other Industrial Protocols

FeatureCAN BusRS-485/ModbusPROFIBUSEtherCATMax Speed1 Mbit/s10 Mbit/s12 Mbit/s100 Mbit/sReal-Time✓~✓✓✓Built-in Error Detection✓✓✗✓✓Multi-Master✓✗~✓Noise Immunity✓✓✓✓~Wiring ComplexityLow (2-wire)LowMediumMedium–HighCostLowVery LowMediumMedium–HighSecurityNone built-inNoneLimitedLimitedBest ForMachines, robotics, vehiclesSimple serial linksProcess automationMotion control

8. The Security Question

CAN Bus was designed in the early 1980s before cybersecurity became a major concern.

It has:

No authentication

No encryption

No built-in message verification

In principle, any device on the bus can transmit messages.

Common mitigation strategies include:

network segmentation

CAN-to-Ethernet gateways

intrusion detection systems

CANopen Security extensions

New standards like CAN FD, CAN XL, and CAN-SEC are being developed to address these concerns.

9. Is CAN Bus Future-Proof?

The honest answer: yes, with nuance.

Classic CAN (1 Mbit/s) works well for many applications; however, it may not be sufficient for future AI-driven robotics or machine vision systems.

However:

CAN FD

up to 8 Mbit/s

64-byte payloads

CAN XL

up to 10 Mbit/s

2048-byte payloads

These new versions extend CAN’s capabilities while maintaining backward compatibility.

Moreover, billions of CAN nodes are already deployed globally; therefore, the protocol will remain a practical, cost-effective solution for many industrial systems for decades.

Conclusion

CAN Bus has proven itself as one of the most reliable and practical communication protocols in industrial automation. From factory robotics and process control systems to industrial vehicles and EV infrastructure, its ability to deliver real-time communication, strong noise immunity, and robust fault handling makes it a trusted choice for engineers. Even after decades of use, CAN continues to evolve through technologies like CAN FD and CAN XL, ensuring it remains relevant for modern, data-driven machines and connected systems.

While newer industrial Ethernet protocols offer higher bandwidth, CAN Bus still provides the ideal balance of simplicity, reliability, and cost-efficiency for many machine-level networks. For applications where dependable communication between controllers, sensors, actuators, and HMIs is critical, CAN remains a proven and widely adopted solution.

At Dorleco (Dorle Controls), CAN Bus forms the backbone of many of our intelligent control solutions. We design and supply Vehicle Control Units (VCUs), CAN displays, and CAN keypads that integrate seamlessly into CAN-based architectures for electric vehicles, off-highway machinery, and industrial systems. Along with hardware, our team also provides EV software development and vehicle communication engineering services, helping OEMs build scalable and reliable control systems from prototype to production.

As industrial machines and vehicles become increasingly connected and software-driven, robust communication networks are becoming more important. As a result, CAN bus will continue to play a key role in this evolution.

[dorleco]

VCU Testing and Validation

Introduction

VCU Testing and Validation in EVs:

A Useful, Practical Guide for OEMs Testing and validation are the reality check if your EV’s Vehicle Control Unit (VCU) is its brain.

You have the ability to create the world’s smartest control algorithms. However, the car won’t function properly if your VCU can’t withstand voltage spikes, heat stress, communication noise, or real-road unpredictability.

Working with OEMs and Tier-1 suppliers across EV platforms, we at Dorle Controls have personally witnessed this. VCU testing is more than just checking a box. It makes the difference between months of field difficulties and a smooth SOP launch.

This guide describes what VCU testing and validation are, why they are important, and how to execute them in a practical, real-world manner.

What Is VCU Testing and Validation?

The methodical process of confirming and validating a vehicle control unit’s hardware, software, communication, safety logic, and performance under simulated and actual circumstances in order to guarantee compliance, dependability, and functional safety in electric vehicles is known as VCU testing and validation.

It consists of:

Validation of software (control logic, torque mapping, safety states)

Verification of hardware (PCB, power stages, connectors)

Testing of communication (CAN, CAN FD, Ethernet)

Environmental testing (humidity, vibration, and temperature)

Validation of functional safety (aligned with ISO 26262)

Integration testing at the vehicle level

Why is VCU testing critical in EV architecture?

Control functions were dispersed in conventional internal combustion engine cars. The VCU controls every aspect of contemporary EVs, particularly those with centralized and software-defined architectures:

Control of torque

Logic for regenerative braking

Thermal control

Interlocks with high voltage

Choosing a drive mode

Handling of faults

The entire vehicle’s behavior is altered if the VCU misbehaves.

The transition to Software-Defined Vehicles (SDVs) has resulted in a significant rise in validation complexity. New testing aspects are added by cybersecurity layers, centralized compute, and OTA updates.

The Complete VCU Testing Framework

Let’s break this down step by step.

1. Requirements-Based Validation

Before touching a test bench, validation starts with requirements.

Questions to answer:

Are torque commands within limits?

Does regen disengage during ABS intervention?

What happens during a CAN timeout?

How does the system react to inverter faults?

This stage ensures traceability between:

System requirements

Software architecture

Test cases

Validation results

Tip: Poor requirements = chaotic validation later.

2. Model-in-the-Loop (MIL) Testing

MIL testing validates control algorithms in a simulated environment before code generation.

Engineers conduct tests:

Maps of torque

Logic for drive mode

Techniques for energy management

Algorithms for thermal control

Advantages

Quick iterations

No reliance on hardware

Early discovery of bugs

This phase considerably lowers the risk of downstream integration.

3. Software-in-the-Loop (SIL)

Once production code is generated, SIL validates compiled software behavior.

What changes here?

You’re no longer testing just models — you’re testing actual code logic in a simulated environment.

This step catches:

Integration mismatches

Memory allocation issues

Timing errors

State machine conflicts

4. HIL testing is where things get serious.

The real VCU hardware is connected to a simulator that mimics the following:

Motor behavior

Battery characteristics

Inverter responses

Sensor inputs

Fault conditions

Why this matters:

You can simulate extreme conditions safely:

Sudden inverter failure

Sensor short circuits

High-voltage interlock break

Communication loss

Without damaging a real vehicle.

For OEM programs, robust HIL testing significantly reduces field recalls.

5. Communication & Network Validation

Modern VCUs communicate via:

CAN 2.0

CAN FD

Automotive Ethernet

LIN (in some architectures)

Validation includes:

Message timing verification

Bus load testing

Error frame injection

Gateway functionality testing

Poor CAN validation often leads to ghost faults during vehicle integration.

6. Environmental & Reliability Testing

A VCU must survive real-world abuse.

Testing includes:

Thermal cycling (-40°C to +85°C or higher)

Vibration and mechanical shock

Humidity exposure

Voltage transients

Load dump conditions

Ultimately, this ensures compliance with automotive standards.

7. Functional Safety Validation (ISO 26262)

Today, functional safety isn’t optional anymore.

Validation includes:

ASIL requirement verification

Fault injection testing

Redundancy checks

Safe state validation

Diagnostic coverage measurement

For EV platforms, torque-related failures can be safety-critical. This stage ensures the VCU behaves predictably during faults.

8. Vehicle-Level Testing

However, even after lab validation, real-world testing remains essential.

This includes:

Drive cycle validation

Regenerative braking performance

Drive mode transitions

Thermal performance under load

Energy efficiency measurement

Because no simulation fully replicates real roads.

Common VCU Testing Challenges

From our industry experience, here are typical issues. OEMs face:

Late requirement change.

Poor calibration management

Incomplete fault matrix coverage

CAN database inconsistencies

Software-hardware version mismatch

Limited regression automation

As a result, there are delayed SOPs and rising validation costs.

Final Thoughts: Testing Is Where EV Reliability Is Built

Designing a VCU is engineering—but validating it properly is a responsibility.

As EV architectures become more centralized and software-driven, VCU testing and validation complexity will only increase. OEMs that invest early in structured validation processes reduce risk, improve reliability, and accelerate market readiness.

If your EV program depends on VCU performance — and it does — then testing and validation deserve the same engineering attention as design.

At Dorleco, we help OEMs and mobility innovators turn complex electric vehicle architectures into reliable, production-ready systems. Our expertise spans Vehicle Control Units (VCUs), CAN displays, CAN keypads, and advanced EV software services that power intelligent vehicle platforms. From control strategy development and system integration to testing and validation, our engineering teams focus on building solutions that are scalable, safety-focused, and ready for real-world deployment. Whether it’s enabling smarter powertrain control, seamless vehicle communication, or faster EV development cycles, Dorleco delivers the technology and engineering support needed to bring next-generation electric mobility to life. ⚡🚗

[dorleco]

Hands-On Control in Automobiles

Introduction:

The Significance of Hands-On Control Despite the enthusiasm surrounding sophisticated automation and self-driving automobiles, most drivers still cherish the ability to remain in control. Gripping the steering wheel, sensing the pedals’ resistance, and being aware that your actions have a direct impact on the car all have a comforting quality. We refer to this physical interaction between the driver and the machine as hands-on control. Hands-on systems are still essential for safety, accessibility, engagement, and trust even while automation is revolutionizing transportation. This blog will examine:

The components of hands-on control systems.

Their benefits and drawbacks

How contemporary technology improves driving

Why hybrid systems will be used in the future

This manual was created for engineers, car technicians, EV developers, and drivers who need clarification.

What Does an Automobile’s Hands-On Control Mean?

Physical driver-operated systems that directly control vehicle operations, such as steering wheels, pedals, joysticks, and tactile interfaces, are referred to as hands-on control. The driver is still actively involved in these systems, which could be drive-by-wire, electrical, or mechanical.

Core Hands-On Control Technologies

1. Steering Control Systems

The core of hands-on driving is steering.

Modern automobiles make use of:

Steering effort is decreased by electric power steering (EPS).

Adapt responsiveness according to speed using variable steering ratios.

Adaptive steering systems improve stability and accuracy.

These devices increase comfort and safety by making the steering firmer on highways and lighter at low speeds.

2. Electronic Throttle and Brake Controls

Drive-by-wire technologies, such as the following, have essentially supplanted traditional mechanical linkages:

Control of the throttle electronically

Electronic assistance for the brakes

Systems with brakes by wire

These technological advancements enable:

Quicker reaction

Adjustable sensitivity

Improved safety system integration

Although sensors and ECUs convert those inputs digitally, drivers still press pedals.

3. Adaptive and Modifiable Controls

Accessibility is important.

These days, modern car controls can be:

Sensitivity can be changed

Adjustable by position

Adaptable to the demands of individual drivers

This is particularly crucial for commercial fleet customization and inclusive car design.

4. Gesture and Touch Controls

Cameras and sensors are used by gesture recognition systems to identify hand movements. The drivers can:

Modify the volume

Answer the phone

Handle menus

Additionally, touch-sensitive dashboards and steering wheels enable physical contact without entirely depending on screens.

5. Voice-Activated Systems

It is no longer necessary to physically interact with interfaces thanks to voice controls.

Among the examples are

Commands for navigation

Modifications to climate control

Management of information

Instead of taking the place of hands-on driving, voice systems enhance it.

6. Alternative Controls and Joystick

Joystick-based driving systems for adaptive mobility solutions enable:

guiding

Boosting and Braking

For drivers who have physical restrictions, these systems increase accessibility.

7. Haptic Feedback Systems

Haptic feedback enhances awareness through vibration or resistance.

Examples:

Lane departure warnings

Collision alerts

Navigation cues

It provides touch-based communication between vehicle and driver.

Advantages of Hands-On Control

1. Faster Reaction Time

Delays are decreased through physical contact. Drivers react immediately to:

Obstacles

Road conditions

Traffic changes

2. Accurate Management

Fine motor abilities allow for:

Precise steering adjustments

Smooth acceleration

Regulated braking

3. Lower Cognitive Load

Distraction from screens is lessened with physical controls.

Instead of using menu navigation, drivers rely on muscle memory.

4. Tactile Feedback

Subconscious knowledge regarding the following is provided by feeling pedal pressure or steering resistance:

Traction

texture of a road

Balance of the vehicle

5. Muscle Memory & Familiarity

The majority of drivers receive physical control training. It feels normal to switch cars.

6. Safety Engagement

In general, drivers are more attentive when they are physically involved.

Over-reliance on automation can be avoided with the use of hands-on systems.

The disadvantages of hands-on control

Every system has flaws.

1. Accessibility Challenges

Traditional layouts may be difficult for certain drivers who have physical restrictions.

2. Integration Limits with Automation

sophisticated features such as

Cruise control that adapts

Help with lane keeping

Parking that is automated

In highly automated architectures, they operate more fluidly.

3. Physical Fatigue

Long drives or congested traffic can cause:

Arm strain

Leg fatigue

Mental exhaustion

4. Human Error

Manual control is always accompanied by:

Variability in reaction time

Errors in judgment

Problems with coordination

5. Mechanical Wear

Physical elements:

Columns for steering

Pedals

Mechanical connections

need to be maintained throughout time.

The Future: Hybrid Control Systems

The future is hybrid, neither entirely autonomous nor entirely manual.

Contemporary automobiles blend:

Physical pedals and steering

Drive-by-wire electronic

Integration of ADAS

Voice and haptic aids

This guarantees:

Safety, effectiveness, and inclusivity

Redundancy

Advanced mobility systems and EV platforms are increasingly using hybrid control architectures.

Final Thoughts

Hands-on control isn’t outdated. It’s evolving.

Drivers still value physical engagement—but they also expect intelligent assistance. The smartest automotive platforms combine tactile interaction with advanced automation.

The future of mobility isn’t about replacing drivers; instead, it’s about empowering them. In other words, rather than removing human control, the goal is to enhance it so that drivers, ultimately, remain confident, capable, and in command.

Powering That Future with Dorleco

At Dorleco, we help OEMs and EV innovators build control systems that feel intuitive, responsive, and future-ready. From advanced Vehicle Control Units (VCUs) and intelligent CAN Displays to customizable CAN Keypads and full-stack EV software services, our solutions are designed to bridge physical control with digital intelligence.

Whether you’re developing a new EV platform, enhancing drive-by-wire architecture, or integrating next-gen HMI systems, Dorleco delivers:

⚡ Scalable, production-ready VCU solutions

🔧 Customizable control interfaces (Displays & Keypads)

💻 End-to-end EV software development

🚗 Full-lifecycle engineering support from concept to validation

We don’t just supply components—we accelerate intelligent mobility with tailored engineering and off-the-shelf solutions built for real-world performance.

📩 Connect with us at [email protected] to explore how Dorleco can support your next mobility innovation.

[dorleco]

Role of embedded systems in VCU design

Introduction

By integrating automotive-grade hardware with deterministic embedded software to regulate electric vehicle powertrain performance, embedded systems in VCU design provide real-time control, communication, diagnostics, and safety. Software is equally as important to electric vehicles as hardware. The Vehicle Control Unit (VCU), which is in charge of coordinating powertrain behavior, safety logic, and system-level choices, is at the core of this software-driven architecture. The embedded system within the VCU is what enables this. In modern EVs, embedded systems are not optional extras. They specify the vehicle’s dependability, safety, and efficiency in various real-world operating circumstances. The function of embedded systems in VCU design is explained in this article, covering everything from long-term scalability and safety compliance to real-time control.

What Do Embedded Systems Mean in a VCU Context?

A dedicated computing platform designed to carry out certain control functions within severe timing and safety restrictions is called an embedded system.

Embedded systems in a VCU are in charge of:

Analyzing sensor inputs (temperatures, voltages, speeds, and pedals)

Real-time control logic execution

Interacting with other ECUs

Keeping an eye out for errors and maintaining safe operating limits

VCU embedded platforms are built for deterministic behavior, fault tolerance, and long operational life, in contrast to general-purpose computer systems.

Why Are Embedded Systems Central to VCU Architecture?

The electric powertrain’s system-level coordinator is a VCU. This is made possible by embedded systems, which offer:

Real-Time Decision Making

Power restriction, regenerative braking, and torque control must all operate within predictable time frames. Embedded systems guarantee:

Deterministic performance of tasks

Response times that are guaranteed

Control loops that are stable in every situation

Centralized Management of Communications

At the system level, therefore, the VCU shares information with:

Controls for motors

Systems for managing batteries (BMS)

DC-DC converters

Chargers on board

Body controllers and ADAS

While maintaining message prioritization and fault management, embedded software controls CAN, CAN FD, LIN, and Ethernet connections.

Core Embedded Components Inside a VCU

Automotive-Grade Microcontrollers

VCUs rely on MCUs made especially for automotive settings, providing:

Safety features that are functional

Multiple communication interfaces

Excellent dependability across voltage and temperature ranges

Real-Time Operating System (RTOS)

In this context, an RTOS guarantees:

Task scheduling based on priorities

Execution of time-sensitive controls

Isolation of functions related to safety

As a result, for VCU behavior to be predictable, this structure is necessary.

Layered Embedded Software

In general, a typical software architecture for VCUs consists of the following:

Drivers and hardware abstraction

Stacks for communication and diagnosis

Control algorithms at the application level

Functions related to safety and monitoring

From the outset, therefore, every layer is designed to be scalable, maintainable, and testable.

Embedded systems in VCU design and Functional Safety

In safety-critical environments, VCUs operate under strict requirements; as a result, functional safety compliance is directly impacted by embedded systems. To ensure safe operation, important safety measures consist of:

Watchdog supervision

Validation of redundant signals

State enforcement that is safe

Logic for controlled startup and shutdown

In order to ensure that errors are found and fixed before they cause dangerous vehicle behavior, embedded architectures are designed in accordance with ISO 26262.

Energy and Powertrain Management

As a result, the VCU can control the flow of energy throughout the car thanks to embedded systems by:

Coordinating battery limitations with torque requests

Controlling regenerative braking techniques

Safeguarding the health of batteries and inverters

Modifying control logic in response to driving circumstances

Diagnostics, OTA, and Lifecycle Support

Effective energy use is the outcome of ongoing embedded decision-making during the drive cycle rather than a single algorithm. The VCU can control the flow of energy throughout the car thanks to embedded systems by:

Coordinating battery limits with torque requests

Controlling regenerative braking techniques

Protecting the health of batteries and inverters

Changing control logic in response to driving circumstances

Effective energy use is the outcome of ongoing embedded decision-making during the drive cycle rather than a single algorithm.

Key Challenges in Embedded systems in VCU design

In practice, key embedded challenges in VCU development therefore include: Engineers must balance several restrictions when designing embedded systems for VCUs.

Performance in real time

Safety in operation

Complexity of software

Cybersecurity

Scalability of variations

Rather than focusing on isolated firmware development, these difficulties call for system-level design thinking.

Dorleco’s Approach Embedded systems in VCU design

At Dorleco, engineers design embedded systems with a production-first mindset, ensuring they consider performance, reliability, and scalability from the very beginning.

As a result, our VCU development focuses on:

Robust embedded architectures aligned with vehicle requirements

Safety-aware software design from concept phase

Scalable platforms for multiple EV segments

Tight integration between hardware, software, and validation

The goal is not just functional software but deployable, serviceable, and reliable vehicle control systems.

Conclusion

Embedded systems in VCU design determine how effective a VCU is in real vehicles, not just in simulations. They carefully assess long-term reliability, efficiency, safety, and system response. As a result, embedded systems will continue to form the foundation of scalable, production-ready VCUs as EV designs evolve and as performance and safety requirements become more demanding.

[dorleco]

Benefits of Bespoke Controls

Introduction

The phrase “bespoke controls” refers to control systems that are created, developed, and implemented especially to satisfy particular operational needs. Bespoke controls, as opposed to off-the-shelf control panels or interfaces, are customized for the user-system combination, taking into account the environment, legacy systems, user experience, and specific process flows.

From smart homes to scientific instrumentation, from industrial automation to aerospace, custom controls allow for performance and flexibility that generic systems frequently cannot. The customized approach is becoming more and more important as operations get more complicated and demands get more precise.

The Reasons Behind the Rise in Bespoke Controls

Interest in custom control systems is being fueled by several factors across industries:

Enhanced process complexity:

Real-time data, sophisticated sensors, integrated automation, and many user roles are all part of contemporary manufacturing, smart-home interfaces, and aerospace systems. The entire end-to-end workflow might not be supported by off-the-shelf solutions.

Legacy integration and digital transformation:

Many facilities need to integrate enterprise systems (MES/SCADA/ERP) or new controls with older equipment. The capacity to connect the old and the new is provided by bespoke controls. Custom machine control systems, for instance, “deliver exceptional reliability, scalability, and long-term productivity” in industrial automation, according to a recent article.

Demands for performance, safety, and regulations:

Safety, dependability, and compliance are crucial in industries like critical infrastructure, medical devices, aerospace, and defense. Tighter conformance to standards is made possible by custom controls.

Operational and competitive differentiation:

Companies now see control systems as a strategic asset that facilitates optimization, improved user experience, and quicker change response rather of just as a way to “make something work.”

Energy and sustainability pressures :

Pressures related to sustainability and energy Systems that are precisely adjusted for load, cycle, and user behavior can result in reduced lifecycle costs, increased efficiency, and energy savings. Customized performance and energy efficiency, for instance, have been demonstrated to be advantageous for air-handling devices.

These factors make the case for custom controls strong, particularly when they are in line with long-term planning as opposed to only short-term requirements.

Principal Advantages of Customized Controls

The following are the main benefits of implementing custom control systems:

Customized to Meet Particular Needs

The system can precisely handle the user’s functional needs, operational environment, and workflow because it was created for a specific application. “The control panel is built to your site, application, and environmental needs,” according to one source.

Enhanced Efficiency & Performance

Custom controls allow you to remove features that aren’t needed, optimize the hardware/software interaction, streamline the user interface, and make sure the system functions as intended. Custom control systems have been shown to increase productivity, decrease bottlenecks, and improve uptime in industrial automation.

Better Interface & User Experience

Operators may interact with the system intuitively thanks to custom-built interfaces, which decrease errors, expedite training, and enhance usability. This is a crucial distinction, especially in industries like consumer systems, smart homes, and medical devices.

Smooth Interaction with Current Systems

Integrating with historical equipment, current networks, or business systems is one of the main challenges when implementing controls. Compatibility considerations, required interfaces, and seamless integration can all be incorporated into a custom design. Control panel experts, for instance, place a strong emphasis on design with regard to legacy equipment and “space, layout, IP ratings, and power supply.”

Flexibility and Scalability

Bespoke controls make it easier to grow or modify the system as operational demands change (for example, manufacturing volume rises, new modules are added, or new regulations are introduced). Instead of being constrained by the limitations of an off-the-shelf product, custom systems can be constructed with flexibility, modular architecture, and upgrade routes in mind.

Improved Compliance, Safety, and Reliability

Bespoke controls enable you to precisely incorporate the necessary certifications, safety logic, redundancy, fault-tolerance, and monitoring for situations with high safety or compliance demands (such as aerospace, defense, and critical infrastructure). Compared to generic systems, this can provide a better level of confidence.

Cost-Effectiveness Over Time

Bespoke controls may be more expensive to build initially, but they can save a lot of money over time in the form of fewer changes, less downtime, less training, improved workflow fit, increased productivity, and eventually a higher return on investment. Long-term savings from less vendor dependence and training are highlighted by certain custom software sources.

Differentiation and Competitive Advantage

A customized control system can be a differentiator in a variety of industries. A competitive edge might be supported by tighter integration, better user experience, faster response, or cheaper operational costs. This is particularly true when the value-proposition includes the control system (e.g., advanced manufacturing, OEM machinery, smart home automation).

Trade-offs and Considerations

It’s critical to acknowledge that custom controls have limitations. Here are a few common difficulties:

Higher initial investment :

Increased upfront costs are a result of engineering, development, testing, and bespoke hardware.

Longer development time and lead-time :

Lead time and development time are longer for custom designs than for off-the-shelf products.

Dependency on vendors and support:

Long-term support, upgrades, and documentation may become problems if the system is developed by an internal team or a small business.

Risk of over-engineering :

Adding more complexity than is necessary carries a risk. Higher costs, less frequent maintenance, and possible brittleness can result from that.

Problems with standardization and integration:

Although bespoke controls are meant to be integrated, they could complicate future upgrades or tie the system into a proprietary ecosystem if they are not carefully built.

Risk of obsolescence and maintenance:

Upkeep may become challenging if the original designer quits or if documentation is inadequate. Additionally, custom systems may become outdated more quickly than standard ones due to the rapid advancement of technology.

Decreased leverage for vendor/market innovation:

Off-the-shelf solutions enjoy the advantages of frequent upgrades, extensive user testing, and economies of scale. Custom systems might not have that scope.

Comparative Table: Bespoke vs Off-the-Shelf Controls

FeatureBespoke ControlsOff-the-Shelf ControlsFit to specific workflowHigh — built for that applicationMedium — generic, may require adaptationPerformance optimisationGreater potentialLimited to standard featuresIntegration with legacy / external systemsCan be tailored for exact subsetMay face compatibility issuesUp-front costHigher initial costLower initial costDevelopment timeLonger lead timeFaster deploymentFlexibility & scalabilityHigh — designed for growthVariable — may hit limitsSupport & vendor ecosystemOften smaller, bespoke teamLarge ecosystem, broad supportLong-term TCO (total cost of ownership)Potentially lower if well executedPossibly higher due to adaptation, workaroundsRisk of obsolescence/lock-inDepends on architectureOften lower due to vendor replacement optionsCompetitive differentiationHigh potentialLower — many users have similar systems

How to Ensure a Successful Bespoke Controls Project?

Use these best practices to minimize risk and maximize benefit:

Clearly define the requirements: Recognize user roles, systems to integrate, performance indicators, environmental restrictions, safety/regulatory requirements, and the end-to-end workflow.

Choose the appropriate internal team or partner:

Ensure that your team comprises proficient controls engineers, software developers, interface designers, and system integrators that are knowledgeable about your field.

Use a scalable, modular architecture:

Include adaptability for upcoming adjustments. Steer clear of designs that are static and unchangeable.

Assure maintainability and documentation:

A lifecycle roadmap, support strategy, version control, and adequate documentation are all crucial.

Plan for communication protocols:

data flows, and user interfaces when designing for integration. Make sure the system is compatible with the hardware and software that are already in place.

Design for user experience:

Ergonomics and usability are important, particularly for consumer-facing systems or when the operators are not technical.

Make plans for upcoming obsolescence and updates:

Select parts with standard interfaces, extended lifespans, and maintenance/upgrading plans.

Conduct comprehensive testing:

Including user acceptability and system reliability checks, and make sure functional, safety, usability, and performance tests are conducted.

Monitor and iterate:

After deployment, keep an eye on system performance, get user input, and make any necessary updates or tweaks.

Conclusion

Customized fit, optimal performance, smooth integration, scalability, increased safety, and long-term value are just a few of the alluring advantages of bespoke control systems. The benefit of a custom solution can often exceed the greater initial cost and longer lead time in many industrial, aeronautical, smart-home, or scientific applications — especially where the control system is essential to process efficiency, competitive differentiation, or regulatory compliance.

Bespoke, however, is not an instant fix. A strong business and technical case, sound architectural discipline, strong support, and lifecycle planning must all be considered when deciding to go bespoke.

Businesses that make strategic investments in custom controls may end up with a control system that is not only “fit for purpose,” but also a strategic enabler that boosts flexibility, productivity, and competitiveness.

[dorleco]

ADAS Testing and Validation

1. Introduction

Table of Contents

Introduction

Why ADAS Testing and Validation Matters

Types of ADAS Testing

a. Software‑in‑the‑Loop (SIL)

b. Hardware‑in‑the‑Loop (HIL)

c. Vehicle & Track Testing

d. Simulation & Digital Twins

e. Data‑Driven & Smartphone‑Based Testing

Key Challenges in ADAS Validation

Standards & Regulations (2025 Updates)

Emerging Technologies & Future Trends

Case Study Highlights

Best Practices for ADAS Validation

Frequently Asked Questions

Conclusion

2. The Significance of ADAS Testing and Validation

To ensure safety and reliability, thorough testing guarantees that ADAS features function dependably in all driving situations. Key objectives include:

Verify the proper system reaction in emergency scenarios to ensure safety.

Performance evaluation: Verify operations under challenging weather, on highways, and in metropolitan areas.

Regulatory Compliance: Comply with changing international standards, including ISO 26262, ISO 21448 (SOTIF), UNECE guidelines, EU directives, and upcoming NHTSA requirements.

User Experience: Make sure that driver interaction is simple and error-free.

Additionally, continuous validation increases resistance to edge cases and changing real-world circumstances.

3. ADAS Testing Types

a. Software-in-the-Loop (SIL)

Without the use of hardware, SIL testing assesses ADAS control and decision-making algorithms in entirely virtual environments (such as OpenDRIVE/OpenSCENARIO platforms). Development cycles are accelerated by this early testing, which enables troubleshooting and algorithm tuning prior to the availability of actual components.

b. HIL, or hardware-in-the-loop

To simulate real-world conditions accurately, HIL replicates realistic situations by integrating virtual simulations with actual car components such as sensors and ECUs. Moreover, it is widely acknowledged as a crucial stage in the validation process, as it allows testing of timing, edge cases, and sensor-actuator integration in a controlled setting without posing any risk to actual vehicles.

c. Track and Vehicle Testing

Testing in the real world and on proving grounds is still crucial. It is costly, but it validates ADAS in real-world scenarios. Tests of public roads conducted in accordance with safety regulations enable the identification of unexpected environmental interactions.

d. Digital twins and simulation

Since simulation provides scalable and reproducible scenario testing, it is essential to modern ADAS validation. The industry’s move to digital twin frameworks makes it possible to conduct proactive, high-fidelity stress tests, which use reinforcement-based edge-case generation to uncover hidden failure mechanisms.

By enabling continuous integration/continuous testing (CI/CT) of ADAS through automated, scenario-based validation in the cloud, Hexagon’s cloud-native VTDx platform further reduces hurdles.

By concentrating on simulator-agnostic failures, ensemble-based multi-simulator solutions such as MultiSim increase dependability. When compared to single-simulator testing, this approach produces up to 51% more cross-platform failure identification.

d. Smartphone-Based and Data-Driven Testing

Real-world driving data is used in post-deployment data-driven validation to evaluate system resilience and identify edge cases. In one creative technique, Porsche Engineering combined car logs with a smartphone app called ComBox (which uses Peregrine.ai’s object detection) to record differences in traffic sign detection, allowing for scalable and economical validation across fleets.

4. Important ADAS Validation Challenges

a. Cases at the Edge

For instance, strange vehicle silhouettes, unusual weather, and unclear signage are just a few examples of the unique conditions that robust systems must manage. To effectively address these challenges, digital twin platforms and simulation-based stress testing play a vital role in uncovering these corner cases.

b. Drift and Sensor Calibration

To ensure optimal system performance, cameras, radar, lidar, and ultrasonic sensors must all be calibrated precisely. However, system reliability may be compromised by environmental influences, drift, misalignment, or electromagnetic interference.

c. Interoperability of components

ADAS systems frequently incorporate parts from several Tier-1 vendors. Unified validation procedures are necessary to ensure smooth interoperability — ECU logic, sensor fusion, and actuator response.

d. Human‑Machine Interface (HMI):

Human variables such as driver involvement, attention monitoring, prompts, override behaviour, and system disengagement must be included in the validation of the Human-Machine Interface (HMI). Inadequate HMI design may result in complacency or misuse.

e. Continuous Updates & OTA

OTA software updates and continuous updates necessitate re-validation of ADAS performance after deployment. Under frameworks such as NATM, scenario-based monitoring in service is becoming more and more significant.

f. Protection of Cyberspace

While enabling advanced functionality, V2X and connected ADAS also introduce significant security threats. To address these concerns, standards such as UNECE R155/R156 and ISO 21434 require cybersecurity validation at every stage of the vehicle lifecycle.

5. Regulations & Standards (2025 Updates)

ISO Standards:

The cornerstone of risk mitigation for hardware and software is ISO 26262, or functional safety.

Risk resulting from unanticipated behaviours and system limits is addressed by ISO/PAS 21448 (SOTIF).

Risk management for cybersecurity is required by ISO 21434.

ISO/PAS 8800 addresses functional safety based on AI.

Levels of automation are defined from L0 to L5 by SAE J3016/ISO 22736.

EU Regulation & UNECE:

As regulatory demands continue to evolve and technology advances, cybersecurity, software update management, autonomous driving software validation, and HMI standards are not only gaining importance but are also progressively becoming integral components of the expanding legislative frameworks.

The EU has mandated ADAS features (such as AEB, lane-keeping, ISA, backup sensors, and pedestrian/cyclist recognition) since July 2024; driver attention monitoring will be required starting in 2026.

USA’s NHTSA:

By September 2029, AEB — which includes night time and daytime pedestrian detection — will be required. Later on, more systems (such ISA and attention monitoring) might be included.

Between 2025 and 2029, repair and calibration shops must comply with both state and federal laws. These regulations increasingly require OEM-only methods, documented calibration procedures, pre- and post-repair verification, as well as performance validation protocols.

6. Upcoming Trends & Emerging Technologies

In this context, the NATM Framework offers a technology-neutral, scenario-based validation method. Furthermore, it includes audit trails and ongoing performance monitoring throughout the course of a vehicle’s lifecycle.

AI-Augmented Metamorphic Testing: This approach solves the oracle problem and increases repeatability by using AI to create a variety of scenario permutations (such as shifting weather/light conditions and road aspects) while maintaining important evaluation features.

Digital twins (ADDT): By simulating environments, sensor behaviour, and vehicle dynamics in real time, they proactively reveal failure modes without the need for physical testing. ADDT and other frameworks are now open-source.

Cloud Native Simulation: By enabling engineers to conduct thousands of real-world scenario tests through CI/SW integration pipelines, tools such as Hexagon’s VTDx significantly speed up validation.

Multi‑Simulator Ensemble Testing (MultiSim): Enhances the generalisation of failure detection across simulation platforms with Multi-Simulator Ensemble Testing (MultiSim).

7. Highlights of the Case Study

Peregrine.ai + Porsche Engineering Com Box App: Using smartphones to validate traffic-sign recognition in real-world fleets, reducing labour costs and increasing edge-case capture.

Integration of AV Simulation SCANeR and HIL: Used to scale dependable testing without accumulating too many track miles in multi-phase validation chains (MIL → SIL → HIL → real-vehicle testing).

8. ADAS Validation Best Practices

Put in place a tiered V-V pipeline: MIL → SIL → HIL → scenario-based simulation → vehicle testing

Utilise AI-powered technologies and digital twins to proactively stress-test systems.

Adopt CI-integrated, cloud-based testing tools to increase iterations and scalability.

Reduce simulator-specific artefacts by performing multi-simulator validation.

In order to maintain accuracy and reliability, shops should not only implement stringent quality control procedures but also conduct routine sensor calibration on a regular basis.

Keep thorough records of each calibration event, particularly in jurisdictions where compliance is crucial.

As part of routine validation, incorporate cybersecurity testing (OTA, V2X, data encryption, access control).

Spend money on human-in-the-loop validation, especially for attention-monitoring and HMI systems.

9. Frequently Asked Questions

Q1: Describe NATM and explain its significance.

The developers created the UNECE/GRVA scenario-based methodology known as the New Assessment/Test Method (NATM) to verify ADAS/ADS systems throughout their lifecycle. It places a strong emphasis on standardised scenario execution in simulation, proving grounds, and on-road testing, as well as auditability and in-service performance monitoring.

Q2: What is the purpose of incorporating digital twins into ADAS testing?

A2: By simulating real-world environments, sensors, vehicle dynamics, and defects, digital twin frameworks such as ADDT enable proactive, scalable, and repeatable edge-case discovery prior to deployment.

Q3: How will ADAS rules change in 2025?

A3: By September 2029, the NHTSA in the US will mandate AEB, which includes pedestrian detection during the day and at night. Several states now require documentation, OEM calibration processes, and pre-/post-repair validation techniques. The EU already requires features like ISA, LKA, and attention monitoring (starting in 2026).

Q4: How does AI contribute to the validation of ADAS?

A4: AI drives failure prediction, scenario creation, and sensor fusion. Researchers use methods such as automated anomaly detection, predictive modelling, and AI-augmented metamorphic testing to find uncommon driving situations and promote ongoing development.

Q5: In 2025, how should repair shops go about ADAS calibration?

10. Conclusion

The essential foundations of car safety continue to be ADAS Testing and Validation. Modern cars are becoming more sophisticated due to AI, connectivity, OTA updates, and multi-sensor fusion, making old testing techniques insufficient. A next-generation strategy makes systems safer, more dependable, and prepares them for the future by utilizing digital twins, AI-driven scenario development, ensemble simulation, cloud CI workflows, and strict standard compliance.

Through the use of these cutting-edge approaches and compliance with changing requirements in international markets, manufacturers, suppliers, calibration facilities, and fleet operators may provide ADAS systems that are trustworthy.

Are you interested in learning more about integrating these cutting-edge tools or talking about ADAS Testing and Validation in the real world? To find out more about our VCU products, CAN displays, CAN keypads, E/E software services, ADAS Testing and Validation expertise and Engineering Staffing Services — particularly for battery applications — get in touch with us at [email protected]

[dorleco]

Drive-by-wire design

Introduction

The automotive industry has seen a significant transition in recent decades from mechanical linkages (cables, rods, and hydraulics) to Drive-by-wire design. Drive-by-wire design, which was initially influenced by aerospace fly-by-wire controls, uses sensors, actuators, and electronic control units (ECUs) in place of physical mechanical links to control steering, braking, throttle, and gear selection. Accuracy, fuel economy, modularity, and compatibility with advanced driver assistance systems (ADAS) and autonomous driving platforms are all enhanced by this. Modern electric vehicles (EVs) and next-generation mobility solutions now depend heavily on DbW.

1. Key System Components in a Drive-by-wire design

• Throttle Position Sensor (TPS) & Feedback Loop

It continuously keeps track of the actuator’s actual position. As a result, this closed-loop feedback enhances both precision and safety.

• ECU or Vehicle Control Unit (VCU)

serves as the brain of the system, executing control laws, combining inputs from many systems, maintaining fault-tolerant behavior, and translating APP input into safe actuator orders.

• Actuators for steering, brakes, and throttle

The actual mechanical movement (steering gear, brake callipers, throttle valve) is powered by these electromechanical or electro-hydraulic motors. Instead of wires or hydraulics, electronic signals are used to connect them.

• Networks & Communication Buses

Data interchange is primarily handled by CAN, CAN-FD, or Flex CAN networks. Meanwhile, functional safety procedures — aligned with ISO 26262 ASIL-D standards — ensure fault detection and system redundancy.

• Haptic feedback devices and sensors

In order to improve driver confidence and realism, haptic feedback mimics physical resistance or road feel for the throttle or steering while sensors track driver actions and system status.

2. New Developments in the Industry (2023–Mid-2025)

Bosch finished a real-world field test of a hydraulic brake-by-wire system in the Arctic Circle in January 2025. The system operated without mechanical brake linkages for 3,300 kilometres, proving its dependability even in harsh conditions and opening the door for production by 2030.

A new steer-by-wire technology targeted for light commercial vehicles and even high-performance supercars was launched by UK-based Titan in September 2023, indicating broader use beyond EVs.

A further indication of expanding cross-industry collaborations was the 2023 partnership between Kongsberg Automotive and Chasis Autonomy SBA AB to expedite the development of steer-by-wire and brake-by-wire modules.

At a compound annual growth rate (CAGR) of roughly 6.4%, the global DbW market is projected to reach USD 24.2 billion in 2024 and USD 42.3 billion by 2033. According to alternative analysts, the range of $30–41 billion by 2030 depends on methods and scope.

3. Creating a Secure and Dependable Drive-By-Wire System

A. Safety and Redundancy in Function

Systems must adhere to ISO 26262 ASIL-D specifications.

Two sensors (or triple redundancy), two actuators with independent power sources, lock-step CPUs, or modular fail-over architectures are examples of redundancy techniques.

Failure modes are identified using fault detection and isolation (FDI) logic, which also initiates degraded-mode or safe stop behaviour. Advanced FDI approaches in fail-safe steer-by-wire systems have been studied.

B. Measures for Cybersecurity

AE 21434 and UN ECE Regs 155–157 now require manufacturers to implement encryption and strong authentication across vehicle ECUs. To prevent tampering or compromise of crucial systems like steering or throttle control, organizations must adhere to standards such as ISO/S.

C. Interface between Humans and Machines (HMI)

To lessen driver disconnection, designers incorporate haptic input, steering ratio adjustment, and three throttle map settings (Comfort, Sport, and Eco). As a result, this restores a sense of personal preference and bodily control.

D. Architecture of Power Supplies

A single power outage does not result in complete loss of control since high dependability necessitates multi-voltage power rails or backup sources (such as a high-voltage battery + 48-volt system).

E. ADAS & Autonomous Features Integration

Driver-assist technologies such as autonomous control stacks, adaptive cruise, lane-keeping, and traction/stability control must all work in unison with DbW architecture; For conduct to be safe and seamless, coordination is essential.

4. Benefits Re-examined (with New Perspectives)

✔ Control & Precision

In today’s vehicles, cutting-edge EV performance and aggressive ADAS response rely heavily on ultra-precise, low-latency control over the throttle, steering, and brakes. To enable such precision, modern ECUs integrate adaptive algorithms. As a result, they deliver the high level of responsiveness and accuracy essential for advanced vehicle dynamics and safety.

✔ Efficiency & Fuel Economy

By reducing weight, mechanical component removal improves EV range or hybrid/ICE vehicles’ fuel efficiency. According to one study, lighter vehicle platforms can save up to 10% on fuel use.

✔ Flexibility & System Integration

As a result of unified electronic control, adaptability across driving modes, software updates, and recalibration becomes easier. Consequently, OEMs can tailor the user experience to match individual driver preferences or specific vehicle segments.

✔ Autonomous Driving Enabler

✔ Market and Regulatory Momentum

Government EV subsidies, stricter pollution regulations, and safety standards (such as the EU’s Vision Zero) all encourage further DbW usage.

5. Persistent Issues & How Designers Handle Them

⚠ Dependability and Error Tolerance

Systems that rely solely on electronics run the danger of failing. Engineers use real-time self-tests, redundant sensors and actuators, and safe fallback modes (such as reduced torque and limp home steering) to address this.

⚠ Security Flaws in Cyberspace

To effectively restore trust and enhance cybersecurity in modern vehicles, manufacturers must implement encrypted and signed firmware, utilize safe ECUs, deploy strong intrusion detection systems, and, moreover, ensure compliance with standards such as ISO/SAE 21434 and UN regulations.

⚠ Discomfort or Disconnection of the Driver

Configurable reaction curves and haptic feedback systems, in turn, help offset the loss of ‘mechanical feel.’ Consequently, designing with human factors in mind becomes crucial to ensure a responsive and intuitive user experience.

⚠ Expensive and complex development

The transition to electronic architectures raises upfront R&D costs and necessitates specialized tools and certified vendors. Nonetheless, modular designs and declining hardware cost curves are gradually lowering the overall cost.

⚠ Aftermarket Limitations & Compatibility

Compared to mechanical systems, DbW systems are more difficult to upgrade or change because of integrated software control and certification obstacles; aftermarket tuning is also less supported.

⚠ Aspects of Sustainability and the Environment

Manufacturers frequently use rare earth elements in electronic components. Therefore, to reduce their environmental impact, OEMs must adopt sustainable sourcing practices and implement effective e-waste recycling procedures.

6. Drive-By-Wire Design: Best Practices & Blueprints

A strong Drive-by-wire design procedure could consist of:

1. Conditions Define the functional requirements, including redundancy, modes, safety levels, and response time.

2. Architecture Design: Choose sensors and actuators; provide fail-safe procedures and communication topology.

3. Control Strategy Development: Create haptic feedback profiles, mapping tables (throttle vs. pedal), and control rules.

4. Safety Engineering: Establish FDI algorithms, redundancy, and safe-state logic, as well as Hazard Analysis and Risk Assessment (HARA).

5. Cybersecurity Architecture: Create secure boot, secure update, and intrusion detection modules; integrate encryption and authentication.

6. Control behavior under normal conditions, faults, worst-case latency, and sensor errors can all be simulated and modeled.

7. Real-time verification using real hardware components is known as hardware-in-the-loop (HIL) testing.

8. Field testing involves actual vehicle trials, such as long-distance driving, vibration, and extremely high or low temperatures (e.g. Bosch Arctic brake by-wire trials).

9. Verify compliance with cybersecurity requirements, ISO 26262, and UN-ECE regulations.

7. Case Snapshots

Bosch’s Brake-by-Wire Arctic Trial (January 2025) showed practical safety design and real-world dependability across 3,300 kilometres of polar conditions without the need for pedal linkage.

A versatile steer-by-wire technology aimed at light commercial vehicles and even supercars, Titan’s Steer-by-Wire Platform (2023) suggests a wider range of commercial applications beyond EV show cars.

A key example of how emerging alliances are accelerating development and reducing time-to-market for steer-by-wire and brake-by-wire modules is the collaboration between Kongsberg and Chassis Autonomy. As a result, this partnership clearly demonstrates how strategic cooperation drives innovation and expedites commercialization.

The Tesla Cyber truck, as reported by users in 2025, utilizes dual redundant steering motors powered by separate 48 V and high-voltage batteries. Moreover, it incorporates triple-redundant sensors, thereby ensuring fail-safe behaviour even in the event of two sensor failures.

Conclusion

With its unparalleled precision, efficiency, and system integration, Drive-By-Wire technology is a game-changer in vehicle design. DbW is quickly developing into a key component of contemporary vehicle control architecture thanks to its shown real-world validation (such as Bosch’s Arctic braking testing) and growing adoption in EV platforms, autonomous prototypes, and even supercars.

However, adoption necessitates strict cybersecurity compliance, driver-centric design, environmental stewardship, and safety engineering. Drive-by-wire design systems will continue to become more dependable, accessible, and extensively used as OEMs and suppliers tackle these issues through collaborations, advanced redundancy, standards alignment, and user feedback.

Want to know more? Attend our Boot Camp on Drive-By-Wire Controls through Dorleco. In order to prepare you to innovate in the future generation of automobile control systems, you will gain practical experience creating and fine-tuning VCUs, CAN displays, CAN keypad interfaces, throttle/steering actuator modules, and EV software Services and Engineering Staffing Services.

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Motor Control Strategies For All-wheel Drive Systems

Motor Control Strategies For All-wheel Drive Systems

Modern automotive innovation has made all-wheel drive (AWD) vehicles commonplace because they provide better traction, performance, and safety. The key to maximizing vehicle dynamics is the intelligence underlying power distribution, which is achieved by Motor Control Strategies. This blog investigates:

Motor Control Strategies and AWD system architectures

How grip and stability are improved by smart controls (such as torque vectoring, limited-slip, and predictive control)

Real-world applications (such as the Toyota E-Four, BMW xDrive, and Honda SH-AWD)

Advantages and difficulties

A thorough table summary

Frequently Asked Questions

1. Basics of Motor Control Strategies and AWD

In contrast to 2WD systems that are only capable of front- or rear-wheel drive, AWD systems provide power to all four wheels. Intelligent control structures are included into contemporary AWD systems to optimize performance:

Wheel speed, throttle, steering angle, and yaw rate sensors provide information to

VCUs (vehicle control units) that determine the ideal torque distribution

Each axle has a motor or clutch pack that permits longitudinal split (front vs. rear).

For torque vectoring, lateral split (side-to-side) is made possible by differentials or multi-motor configurations.

In real time, these layered control techniques increase grip and stability by dynamically adjusting to road conditions and driver inputs.

2. AWD System Types

AWD Full-Time

Constantly engaged, delivering torque from the front to the back (e.g. BMW xDrive, Honda SH-AWD). Perfect for many types of terrain and weather.

AWD Part-Time

For off-road or low-traction conditions, drivers manually convert between 2WD to AWD (usually in trucks and SUVs).

On-Demand AWD

Functions as 2WD ordinarily, switching to AWD when slippage is detected. Many contemporary sedans and compact cars (such the Ford Intelligent AWD) include this feature.

3. Motor Control Strategies Used

A. Differentials that are open

The basic AWD method distributes torque uniformly on the front, rear, or side. When one wheel slips, it struggles because the slipping wheel may receive all of the power.

B. LSDs, or limited slip differentials

By permitting torque to move toward the wheel with improved grip, you can increase traction. Electronic LSDs provide real-time flexibility by reacting dynamically to steering, throttle, and wheel speed sensors.

C. Vectoring of Torque

Enables each wheel to have independent torque control. More complex than standard LSD, it eliminates understeer and oversteer and enhances yaw control by applying torque to the outside wheel during a turn.

Examples:

Honda SH‑AWD (Sport Hybrid): The Honda SH-AWD (Sport Hybrid) can transfer up to 100% of the rear torque to one rear tire to help with cornering and continuously adjusts the front/rear ratio from 70/30 to 30/70.

BMW xDrive with Dynamic Performance Control (DPC) : distributes torque front-rear and side-side using planetary gears and electronically-actuated clutch packs.

Toyota E‑Four/AWD‑i: Instead of using a drive shaft to mechanically alter torque, the Toyota E-Four/AWD-i uses a hybrid electric motor at the back.

GKN Twinster system: The GKN Twinster system, which is utilized in the Ford Focus RS and Range Rover Evoque, provides straightforward yet efficient per-wheel torque regulation by substituting two clutches for the differential.

Fuzzy Logic / PID Hybrid Controllers: Particularly helpful for slip control in hub-motor EVs are fuzzy logic/PID hybrid controllers. When slip exceeds thresholds, fuzzy logic takes over; otherwise, PID adjusts torque output.

Optimization Algorithms (e.g. Grey Wolf, CR‑GWO): Optimization algorithms, such as Grey Wolf and CR-GWO, are meta-heuristic techniques used to adjust PID controllers in in-wheel motor electric vehicles (EVs) to increase speed and stability.

4. Advantages of AWD’s Advanced Motor Control Strategies

Better Traction Even in low-friction situations, modern systems retain traction by transferring torque to the wheels with the optimum grip.

Better Stability & Handling: Torque vectoring reduces understeer and oversteer, tightens cornering response, and corrects yaw.

Energy Efficiency: In EVs and hybrids, on-demand AWD modes and improved motor coordination minimize wasted energy and increase mileage.

The option to choose between modes, such as sport, eco, and off-road, makes flexibility in a variety of driving scenarios possible.

Better Performance: Studies suggest that torque vectoring reduces lap times by over 4% when compared to fixed splits in high-speed or motoring scenarios via improving traction use.

5. Comparison Table of Major AWD Motor‑Control Systems

System / BrandTypeTorque DistributionControl 

Strategy Benefits Limitations Honda SH‑AWD (incl. hybrid)Full‑time AWD with SH‑AWD70/30 → 30/70 front/rear; up to 100% rear wheelTorque vectoring via rear twin electric motors (hybrid motor)Excellent cornering, yaw control, smooth transitionsComplex and costly; weight of multi‑motor systemBMW xDrive + DPCFull‑time AWD + DPCDefault 40/60; up to 100% axle; side‑to‑sideClutch‑pack & planetary gearset vectors torqueAgile handling and traction controlCost, electronic complexityToyota E‑Four / AWD‑iOn‑demand hybrid AWDElectric rear motor variable torqueVCU controls torque to rear based on tractionEfficient, lightweight, hybrid benefitsRear motor limited to lower-power hybrid outputs

GKN Twinster (Ford RS etc.)Per‑wheel clutch torque controlIndependent wheel torqueClutch-based on each wheel for side-to-side controlSimple, effective, fewer moving partsNot full torque range front‑rear; moderate capabilityGeneric EV multi‑motor systemsEV with independent motorsFully independent per-wheel controlMPC, RBCS, fuzzy‑PID, optimizationPeak performance, highest responsivenessHigh cost, complex control hardware/software

6. Real-World Uses & Situations

Snow and Off-Road Conditions

To increase grip in mud, snow, or uneven terrain, adaptive “off-road” or “terrain” modes engage electrical assistance, lock differentials, and switch torque balance.

Driving at High Performance

In performance cars and sports vehicles, torque vectoring is essential. Vehicles such as the Acura NSX, Audi R8, or BMW M models can produce sharper handling and faster departure speeds by moving torque laterally during cornering.

Daily Commuting and Driving

By activating AWD only when the system detects wheel slide — typically in less than 100 ms — on-demand AWD systems provide efficiency and safety while maintaining fuel economy during normal drive.

7. Difficulties & Things to Think About

Cost and Complexity: The various components required by advanced AWD systems, such as sensors, motors, and actuators, increase the development and production costs.

Weight Penalty: Adding more engines, clutches, and hardware makes the car heavier, which affects packaging and fuel economy.

Maintenance & diagnosis: More sensors and more complicated software could result in more expensive maintenance and more complicated service diagnosis.

Thermal Limits: Since torque vectoring and clutch actuation produce heat, some systems incorporate temperature sensors to prevent overheating.

8. FAQs

Q1: What makes torque vectoring different from a limited-slip differential (LSD)?

A: On a single axle, LSD offers a restricted amount of redistribution between wheels. By extending control to all four wheels (as well as side-to-side redistribution), torque vectoring allows for more precise control and better handling.

Q2: Do sports vehicles alone have torque vectoring systems?

A: No, even while performance cars gain the most, systems like Toyota E-Four and Honda SH-AWD give premium sedans and hybrids torque vectoring and effective AWD.

Q3: What are the differences between ICE and EV AWD systems?

A: In order to provide electronic control without mechanical links, EV systems frequently employ separate motors per axle — or even each wheel. Slip limitation and energy optimization are key components of the control approach.

Q4: Do these systems conserve or deplete fuel?

A: By employing AWD only when necessary and striking a balance between efficiency and traction, on-demand and hybrid AWD systems (such as rule-based logic, Toyota’s AWD-i, and Honda hybrid SH-AWD) help save energy.

Q5: Is wheel spin preventable by torque vectoring?

A: To keep slip within an ideal range, the system must effectively coordinate traction control and ESC with torque distribution; as a result, it can redirect torque away from spinning wheels.

Q6: How quickly are these systems able to react?

A: Because modern electronic AWD systems can react in milliseconds, which is much faster than mechanical systems, they can respond to sudden slip or directional changes.

9. Software Integration, CAN Display, and Dorleco VCU

These cutting-edge tactics can be supported by Dorleco’s CAN control interfaces, CAN Keypads, CAN Display, EV software services, VCU (Vehicle Control Unit) products & Engineering Staffing Services:

CAN network-based real-time sensor fusion (wheel speeds, yaw, and steering angle)

Using slip-rate fuzzy-PID, RBCS, or MPC algorithms to control torque distribution logic

Interfaces like CAN keypads and CAN displays enable driver-selectable modes (sport, eco, and off-road) and torque distribution feedback.

Integration with multi-motor electric AWD designs is made possible via EV-specific overlays.

Through the integration of sophisticated control logic within its VCU platform, Dorleco empowers manufacturers to implement advanced functionalities such as torque vectoring, adaptive torque distribution, and energy-optimized AWD behavior.

10. Conclusion

Modern AWD systems are powered by Motor Control Strategies that are geared toward efficiency, safety, and agility. They are considerably more than just mechanical links. With the advent of advanced torque vectoring, model predictive control, and open and limited slip differentials, engineers are now able to dynamically adjust torque from front to rear and side to side. Real-world examples of intelligent control’s power include the Twinster from GKN, the xDrive from BMW, the hybrid AWD from Toyota, and the SHAWD from Honda.

The advantages in managing balance, traction, flexibility, and energy optimization are evident, even though complexity and expense continue to be trade-off factors. Torque vectoring tactics will only become more intricate and integrated as EV and hybrid vehicle sizes increase, and software-driven VCU platforms like Dorleco’s are at the forefront of this development.

[dorleco]

Internal Combustion Engine

Introduction

For than a century, internal combustion engine (ICEs) have served as the foundation of contemporary transportation. More than 250 million vehicles in the US are powered by internal combustion engines (ICEs), which are renowned for their durability, fuel economy, and mechanical dependability. Globally, internal combustion engines (ICEs) have transformed transportation and power generation, changing everything from freight trucks to industrial equipment, and from small cars to airplanes. However, in the era of resource depletion, climate change, and carbon-neutral policies, ICEs are increasingly being scrutinized. The increasing popularity of electric vehicles (EVs) and sustainable fuels is putting the traditional internal combustion engine at a turning point. This blog discusses ICE classifications, components, operating principles, benefits, drawbacks, applications, and the evolving role of ICEs in a green energy future.

An internal combustion engine: what is it?

One kind of heat engine is an internal combustion engine, where fuel is burned inside a closed space. It converts the chemical energy of the fuel directly into mechanical energy, which drives machinery or propels an automobile ahead. Compared to external combustion engines (such as steam engines), internal combustion engines (ICEs) burn fuel inside the engine block, resulting in a more compact design and higher energy conversion efficiency.

Internal Combustion Engine Classifications

The ignition and combustion processes are the primary classification criteria for ICEs.

Engines with continuous combustion

These engines are constantly fed fuel and oxidizers, which create a steady flame. Among the examples are:

Gas-powered turbines

Jet Engine

They are known for their quick operations and consistent output, and they are mostly used in industrial and aviation environments.

Internal Combustion Engine Classifications

The ignition and combustion processes are the primary classification criteria for ICEs.

1. Engines with continuous combustion

These engines are constantly fed fuel and oxidizers, which create a steady flame. Among the examples are:

Gas-powered turbines

Jet Engine

They are renowned for their quick operations and consistent output, and they are mostly used in industrial and aviation environments.

2. Intermittent Combustion Engines (Reciprocating Engines)

Reciprocating engines, or intermittent combustion engines

These engines ignite a fuel and air mixture using timed cycles. There are two primary kinds:

In gasoline-powered spark-ignition engines, a spark plug is used to ignite the engine after compression.

Compression-ignition diesel engines start by heating compressed air and then injecting fuel.

Working Principle of ICEs

The basic concept is that a piston is moved by mechanical energy created when fuel burns in a cylinder. Most internal combustion engines use a four-stroke cycle, which includes the following steps, to accomplish this:

1. Stroke of Intake

The air-fuel mixture (or just air in diesel engines) enters the combustion chamber at the beginning of the intake stroke as the piston falls and the intake valve opens.

2. Stroke by Compression

The piston then moves upward during the compression stroke, compressing the air-fuel mixture. Combustion is then started by a spark plug in gasoline engines or a fuel injector in diesel engines.

3. The Stroke of Power

Then, as the power stroke starts, the ignited air-fuel mixture pushes the piston downward, creating mechanical work that turns the crankshaft.

4. Stroke of Exhaustion

Consequently, during the exhaust stroke, the piston pushes the burned gasses out through the open exhaust valve. 🔁 With only one power stroke every two crankshaft revolutions, this cycle is continuously repeated in four-stroke ICEs.

Key Components of an Internal Combustion Engine

Understanding ICE anatomy helps grasp its function better:

ComponentFunctionCylinder HeadThe cylinder head contains the camshafts, injectors, spark plugs, and valves.Engine BlockContains pistons, crankshaft, and cylinders. Facilitates coolant flow.PistonA piston moves up and down within the cylinder to transmit force.CrankshaftConverts piston motion into rotary power.Combustion ChamberWhere fuel and air combine and ignite is the combustion chamber.

Internal Combustion Engine Benefits

Despite EVs’ growing popularity, ICEs still offer some important advantages: 🔧 Mature Technology: After decades of development, ICEs are incredibly reliable. 🛞 Its excellent power-to-weight ratio makes it ideal for mobile applications. 🏎️ Fast Start-Up: There is no waiting time, in contrast to steam engines. 💡 Fuel Types: Uses gasoline, diesel, natural gas, biodiesel, and ethanol. ⚙️ Compact Design: Easily integrated into a variety of vehicle sizes. 🔁 Reduced Maintenance: Routine upkeep is simple and available.

Disadvantages of Internal Combustion Engines

As stricter emission norms and environmental mandates take effect, the shortcomings of ICEs are becoming more apparent. 🌍 Environmental Impact: High emissions of CO₂ and NOx. 🧯Limited Fuel Sources: Reliant on fossil fuels. 💸 Fuel Price Fluctuations: Diesel and gasoline prices are unpredictable. 📢 Noise and Vibration: Greater than those of electric motors. 🔩 Energy Loss: Only around 25–30% of the fuel’s energy is converted into motion, with the remainder lost as heat.

Real-World Applications of ICEs

ICEs remain dominant in several sectors:

ApplicationEngine TypeExamplesAutomotiveGasoline & DieselCars, SUVs, MotorcyclesHeavy TransportDieselTrucks, Buses, LocomotivesMarineDiesel & Gas TurbinesCargo Ships, Patrol BoatsAviationJet Engines & TurbinesAirliners, DronesIndustrialStationary Gas EnginesGenerators, Pumps

Future of Internal Combustion Engines

The ICE sector is developing quickly as net-zero targets get near. ICEs are becoming cleaner, more effective devices rather than going extinct.

1. Electrification and Hybridization

Electric motors are added to plug-in hybrids, full hybrids, and mild hybrids to improve overall efficiency, which increases mileage and lowers pollution.

2. Alternative Fuels Hydrogen: No emissions from the tailpipe.

In contrast to fossil fuels, renewable resources are used to produce biofuels. Designers create carbon-neutral synthetic fuels to be carbon neutral.

3. Engine Control Units (ECUs) Driven by AI

In order to increase economy, advanced ECUs use machine learning to optimize combustion settings.

4. Materials for Lightweight Engines

Furthermore, the use of carbon fiber, ceramics, and magnesium alloys not only improves performance but also significantly decreases weight.

5. Turbocharging and Engine Downsizing

Smaller displacement engines may use less gasoline and produce the same amount of power when equipped with turbochargers.

FAQs About Internal Combustion Engines❓

What is the main difference between spark-ignition and compression-ignition engines?

Spark-ignition engines (gasoline) use a spark plug for ignition, while compression-ignition engines (diesel) ignite fuel due to high-pressure heat.

Will there be a ban on internal combustion engines?

By 2035–2040, many nations, particularly the EU and California, intend to phase out ICE-only automobiles. Authorities might still permit clean-fuel ICEs and hybrids, however.

Are ICEs more efficient than electric motors?

No. Electric motors are up to 90% efficient, while most ICEs operate around 25–30% thermal efficiency. However, ICEs offer longer range and fueling flexibility.

Can internal combustion engines run on hydrogen?

Indeed. Although infrastructure and safety issues still exist, specially designed internal combustion engines (ICEs) can run on hydrogen fuel and emit water vapor as exhaust.

What is the future of ICE in India?

India is investing in E20 fuel, hybrid vehicles, and biofuels to extend ICE lifespan while gradually adopting EVs.

Conclusion

Internal combustion engines have powered the modern world for more than a century. From Henry Ford’s Model T to modern turbocharged hybrids, internal combustion engines (ICEs) represent the advancement of engineering. ICEs will continue to be useful even though the future is moving toward electric transportation, particularly in areas without EV infrastructure or in industries like aviation and maritime. Decarbonization, not demonization, is the true objective. ICEs can still help create a greener future through hybridization, cleaner fuels, and smarter systems. In the long run, the way ICE technology coexists with future mobility solutions will largely depend on our willingness to embrace innovation. Moreover, prioritizing efficiency and committing to sustainability will be essential as we collectively advance toward a cleaner and more sustainable future. 📢 Want to learn more about ICEs or electrification strategies? Visit dorleco.com or email us at [email protected] for VCU solutions, CAN displays, CAN Keypads ,Engineering Software Service provider and Engineering Staffing Services and more.

[dorleco]

Can 2.0 and Can Fd: Controller Area Network

1. Introduction to Can 2.0 and Can Fd

Bosch developed the Controller Area Network (CAN) protocol in the 1980s, revolutionizing data exchange between multiple ECUs in both automotive and industrial applications. It allows nodes, such as ECUs, sensors, and actuators, to interact via a single twisted-pair bus and was first standardized as CAN 2.0. It was perfect for real-time safety-critical activities because of its robustness, fault detection, and deterministic message priority. Let’s Dive in more into Can 2.0 and Can Fd.

2. Traditional CAN: The Current Situation

2.1 Constant Data Rate

Runs at a maximum speed of 1 Mbps, however long buses frequently operate at 500 kbps or less. Each frame has a consistent bit-rate, which restricts bandwidth.

2.2 Length of Message

Eight bytes per frame was the payload limit; this was acceptable in the 1980s but not enough for contemporary applications.

2.3 Priority & Identifier Supports 29-bit (Extended) and 11-bit (Standard) IDs:

Extended IDs (CAN 2.0B) permit more node types but have slightly slower performance; shorter IDs provide faster arbitration but fewer unique identifiers.

2.4 Determinism & Reliability

Deterministic transmission is ensured by hardware-based arbitration, which gives priority to important signals. Bit-stuffing, self-monitoring, and CRC provide robust error detection, which makes CAN incredibly dependable for safety-critical systems.

3. The Reason CAN FD Is Revolutionary

The traditional CAN architecture became constrained by the growing data requirements in ADAS, EVs, industrial automation, and over-the-air (OTA) software upgrades. A compelling case for improvements was made by these changing needs. In 2012, Bosch created CAN FD (Flexible Data Rate), which was standardized by ISO 11898–1:2015.While maintaining the benefits of CAN 2.0, this “second-generation CAN” significantly increases speed and payload.

4. CAN FD: Essential Characteristics & Benefits

4.1 Dual-Phase Bit Rate

The data segment changes to up to 5–8 Mbps, depending on the transceiver, while the arbitration phase stays at 1 Mbps (ensures compatibility). This hybrid rate maximizes throughput and reliability.

4.2 Extended Payload

Reduces overhead and increases efficiency in high-volume data applications by supporting up to 64 bytes per frame.

4.3 Improved Error Identification

Enhances the detection of bit-level mistakes, particularly with larger payloads, by using a 17-bit or 21-bit CRC. maintains robust fault confinement strategies (Error Active/Passive, Bus Off).

4.4 Compatibility with Backward

To prevent bus problems, FD frames contain a unique indication bit that CAN 2.0 nodes can identify and disregard. As long as FD nodes have the ability to switch the arbitration rate to 1 Mbps when needed, mixed networks are feasible and can operate Can 2.0 and Can Fd frames.

5. Physical and Technical Aspects

5.1 Wiring & Transceivers

Higher bit rates (5–8 Mbps) require sophisticated SIC-CAN transceivers, like NXP’s TJA146x series, tighter capacitance budgets, and high-quality cabling.

5.2 Topology & Network Design

CAN FD is more prone to noise and signal reflections; impedance management, balanced stub lengths, and appropriate terminating are essential.

5.3 Complexity of Configuration

FD calls for more meticulous network planning, including arbitration vs. data thresholds, baud rate settings, error counters, etc., because of dual bit-rate logic and longer frames. Updated tools and the assistance of a skilled engineer are required.

6. Market Trends & Adoption by Industry

6.1 Automobile

Because of its high-bandwidth capabilities, CAN FD is essential to contemporary ADAS, battery management, and ECUs for cameras, radars, and LiDARs. Automobile manufacturers like as Daimler and GM use semiconductors from Infineon, NXP, TI, and STMicroelectronics extensively. By 2024, traditional CAN still made up about 45% of automotive communication, while FD’s market share is growing and approaching CAN XL adoption.

6.2 Heavy-Duty and Industrial Vehicles

CAN FD maintains legacy compatibility while enabling better diagnostics and control in J1939 truck and off-road systems without switching to Ethernet. Longer term, Ethernet will take over, although FD bridges the bandwidth-cost-performance gap.

6.3 Defense, Aerospace, Medical, and Robotics

6.4 Market expansion

FD and CAN XL usage are expected to propel the CAN market’s growth from USD 5.2 billion in 2023 to USD 8.28 billion in 2024 at a about 11% CAGR.

7. Making the switch to CAN FD from CAN 2.0

7.1 Updates to Hardware

For high-phase rates, all ECUs on FD segments require controllers and transceivers that are compatible with CAN FD. It is possible to keep legacy CAN 2.0 nodes, but they must remain receive-only and arbitrated at 1 Mbps unless they are upgraded.

7.2 Tools & Software

Firmware must allow greater DLC options, checking CRC logic, and FD control bits (FDF, BRS). Updates are necessary for FDF frames and greater payloads in DBC files, diagnostic tools, and calibration software.

7.3 Wiring & PHY

Review the bus architecture by using low-capacitance components, ensuring balanced characteristic impedance, and minimizing stub lengths. Purchase higher-quality transceivers (SIC-CAN, for example) to accommodate >5 Mbps in practical configurations.

8. CAN FD vs Other Options

Higher speeds (100 Mbps+) are possible with automotive Ethernet (100BASE-T1), but it is more expensive and requires additional stacks (TCP/IP, AVB, and TSN). Ethernet manages bulk data, while CAN FD finds a balance between being straightforward, reliable, and economical for real-time ECUs.

9. Toward the Future: CAN XL

Growing network demands (CiA 610–1, up to 20 Mbps, realistic 2,048 byte payload) are driving changes in CAN XL. It provides a clear upgrade route for upcoming networks while maintaining backward compatibility with Can 2.0 and Can Fd and traditional CAN. FD will continue to be a crucial transitional technology, with early implementations anticipated in the upcoming years.

10. Summary Table

FeatureCAN 2.0CAN FDMax Data Rate1 Mbps5–8 Mbps (data phase)Payload Size8 bytesUp to 64 bytesArbitration Rate1 Mbps1 Mbps CRC Check15‑bit CRC17‑bit/21‑bit CRC Compatibility N/A Backward-compatible via FDF flag Applications Legacy vehicles, simple ECUs ADAS, BMS, robotics, industrial systems Hardware Needs Standard CAN PHYFD-capable PHY, low-capacitance wiring, SIC transceivers

11. Conclusion Remarks

CAN FD retains the simplicity and reliability that CAN is known for, while overcoming three major limitations of CAN 2.0: limited bandwidth, small payload capacity, and reduced error resilience. Its hybrid dual-rate design complements old infrastructure and provides an affordable upgrade for today’s sophisticated sensor suites, OTA-enabled systems, and ECUs. Deployment still needs to be planned carefully; improvements in hardware, accurate wiring, tool support, and skilled engineering are essential. However, CAN FD is undoubtedly the de facto standard for automotive and industrial bus systems in the foreseeable future — until CAN XL becomes widely used — given market adoption, OEM impetus, and expanding support.

Investigate Further

Explore CAN 2.0 vs. FD design in greater detail by reading the Kvaser blog post “Comparing CAN FD with Classical CAN.” Discover how to integrate IDS into CAN devices and use other cutting-edge security solutions like SecCAN.

Call to Action

If you’re exploring VCU services or products, or need CAN FD capacitive CAN keypads and CAN displays, check out Dorleco’s website or email [email protected] — we offer tailored solutions to seamlessly modernize your vehicle communications. This updated blog incorporates the latest specs, real-world adoption trends through 2025, and an outlook toward CAN XL — all while aligning with your structure and messaging. If you would like additional modification, code snippets, or further customization, do let me know!

❓ FAQ — Can 2.0 and Can Fd

1. What’s the difference between CAN 2.0 and CAN FD?

CAN 2.0 supports up to 1 Mbps and 8-byte messages. CAN FD allows faster data rates (up to 5–8 Mbps) and up to 64-byte messages.

2. Is CAN FD backward compatible?

Indeed. Although 2.0 nodes are unable to decipher FD frames, CAN FD devices are able to share a bus with CAN 2.0 devices.

3. Why do we need CAN FD?

Modern vehicles and equipment demand higher data bandwidth to support features such as ADAS, BMS, and real-time diagnostics — needs that CAN FD is designed to fulfil.

4. Is it possible to go from CAN 2.0 to CAN FD?

Yes, but it requires updated ECUs, transceivers, wiring, and software tools.

5. Outside of the automotive industry, where is CAN FD used?

It is utilized in fields where speed and dependability are crucial, such as industrial automation, robotics, aerospace, and defense.

6. Will CAN FD replace CAN 2.0?

Gradually. FD is becoming the new standard, but Can 2.0 and Can Fd will coexist for years.

7. What comes after CAN FD?

CAN XL, which supports up to 20 Mbps and larger payloads (up to 2048 bytes), is the next evolution.

8. Where can I get CAN FD solutions?

Explore our VCU products, CAN Keypads, and Display solutions by visiting dorleco.com or reaching out to us at [email protected].

[dorleco]

Integration of ADAS features into VCUs

Introduction

Modern cars must now feature Integration of ADAS features into VCUs to increase efficiency, comfort, and safety. These systems need to be completely integrated into Vehicle Control Units (VCUs), the centralized “brains” of advanced and electric cars, in order to reach their full potential. The end-to-end integration process is covered in length in this piece, along with important factors, software and hardware tactics, industry best practices, and upcoming difficulties.

1. Describe a VCU and Explain Its Significance for ADAS

Similar to a computer CPU, a Vehicle Control Unit (VCU) is a high-performance embedded system that coordinates vital vehicle operations, including energy distribution, motor control, diagnostics, and safety features. It incorporates data from the Motor Controller, Thermal Management, Battery Management System (BMS), ADAS modules, and other sources in electric vehicles.

High-speed data flow, real-time control algorithms, and seamless interface with several sensors and ECUs are all requirements for a modern VCU. The job of the VCU becomes more crucial and intricate as ADAS technologies evolve, adding components like autonomous parking, collision avoidance, and lane centring.

2. Feature Scoping and Requirements Analysis

Determining which Integration of ADAS features into VCUs the car will support is the first step towards effective integration. Examples include:

Adaptive Cruise Control (ACC)

LDW/LKA: Lane Departure Warning/Assist

Automatic Emergency Braking (AEB)

Cross-traffic and blind-spot alerts

Automated Parking and Parking Assistance

CACC, or cooperative adaptive cruise control, uses V2X communication.

The choice of sensors, actuators, VCU computational needs, and communication interfaces is influenced by this scoping process. In addition, it directs adherence to regional rules, AUTOSAR middleware, and safety standards like as ISO 26262 (ASIL requirements).

3. Integration and Calibration of Sensors

A variety of sensor types are necessary for a strong ADAS:

Cameras to identify objects or lanes

Radar for distance and speed, both short- and long-range

Using LiDAR for accurate 3D mapping

Ultrasonic sensors for environments with low speeds

To ensure seamless fusion and dependability, these sensors must be connected via high-speed buses (such as CAN, Ethernet) and carefully calibrated — physically aligned and time-synchronized.

4. Environment Modelling & Sensors Integration

Inputs are combined using sensor fusion to provide a coherent picture of the vehicle environment. Included in this multi-layered data process are:

Pre-processing includes timestamp alignment, distortion correction, and noise filtering.

Tracking and object detection: recognize cars, people, and lane markings

Fusion algorithms are AI-driven or probabilistic techniques that integrate sensor data.

Environmental modeling: make a map of dynamic things in real time

Using perception to inform decision-making, apply alerts or active controls.

Reliance on numerous sensors enhances system durability, and accurate fusion is particularly important in bad weather or low light.

5. Development of Algorithms and Real-Time Control

ADAS algorithms must adhere to stringent real-time performance requirements for operations including lane-keeping, braking, acceleration, and parking. Usually, VCUs execute code that:

Responds with a millisecond lag to sensor inputs

carries out control procedures, such as model predictive control and PID loops.

controls the dynamics of the vehicle to prevent oscillations and guarantee string stability, which is (crucial for CACC.)

Additionally, emergency shutdown procedures, sensor cross-validation, and fallback techniques are necessary for robust control.

6. VCU Architecture & Hardware Selection

Selecting or creating the right VCU hardware is essential. Some items to consider are:

Processing power and SoCs: For modular expansion, tiered ADAS frequently depends on scalable technologies such as Mobileye’s EyeQ6H-based ECUs.

Power and thermal management: VCUs need to be able to control heat production, fit into limited spaces, and keep power levels constant.

Interfaces: Interfaces include a real-time clock, watchdog systems, ADC/DAC channels, and several CAN, LIN, and gigabit Ethernet interfaces.

Memory & Storage: Sufficient RAM and storage to enable middleware, ML models, logs, and diagnostic information to function.

Redundancy: Standby cores and hardware fault tolerance, particularly for safety-critical ADAS tasks

According to industry observations by TomTom and Mobileye, centralized ADAS domain controllers — capable of combining data and making intricate decisions — are increasingly replacing dispersed ECUs.

7. Middleware & Software Integration

Rarely does VCU software architecture run on bare metal. Instead, to handle necessary services, manufacturers frequently use on frameworks like AUTOSAR Adaptive/Classic:

OS scheduling for activities in real time

CAN/LIN/Ethernet/IP protocols make up the networking stack.

OTA updates, logging, and diagnostics

Security procedures, state management, and memory protection

In addition, modularity, reusability, and scalability are ensured by using standardized APIs, which are essential for adding new ADAS capabilities and adhering to legal requirements.

8. Integration of ADAS features into VCUs with Onboard Systems

The VCU and other ECUs must communicate seamlessly for ADAS capabilities to function:

Command flow to steering, throttle, and brake systems via CAN/LIN buses

Ethernet: used for LiDAR or high-data-rate cameras

V2X and C-V2X stacks are necessary for smart traffic integration and CACC.

Additionally, the VCU serves as a gateway, combining vehicle data for telematics, OTA, or diagnostics.

9. Simulation, Validation, and Testing

Extensive verification is essential:

Simulate sensor data and vehicle dynamics using hardware-in-the-loop (HIL) and software-in-the-loop (SIL).

Closed-course testing: adjust ECUs and sensor performance in a controlled environment

Real-world testing: a variety of weather, traffic, illumination, and road conditions

Safety testing using scenarios: edge situations, false positives and negatives, and emergency response

Standards like ISO 26262, ASPICE, and legal requirements (like Euro NCAP) must all be followed when testing.

10. Functional Safety & Cybersecurity

The two pillars of security and safety are:

Hazard analysis, risk assessment (ASIL ratings), problem identification, and diagnostics in accordance with ISO 26262

Intrusion detection, encrypted communication, secure boot, and OTA security countermeasures are examples of security measures.

Therefore, the safety and integrity of the VCU and ADAS modules are guaranteed by a robust, standards-based design.

11. Lifecycle Management & OTA Updates

In order to implement new features, changes, and repairs without requiring physical service, modern VCUs must be able to offer Over-the-Air updates (OTA).

OTA platforms guarantee:

Delivery of updates in a secure, verified manner

The ability to revert if issues arise

As a result, this enables feature upgrades, extends product lifecycles, and supports ongoing safety enhancements.

12. Standardization & Regulatory Compliance

In fact, regulatory agencies in Europe, the US, and Asia are gradually requiring several ADAS features, such as AEB, LDW, and Attention Warning.

Integration of VCU/ADAS must meet:

Functional safety (ASIL D for critical systems, ISO 26262)

Standards for software processes (ASPICE)

AUTOSAR, or interoperability

Vehicle communications, or V2X, data standards

As a result, these frameworks guarantee dependability, market acceptance, and legal conformity.

13. Expenses, intricacy, and user psychology

Trade-offs are introduced when ADAS is integrated into VCUs:

Increased expenses for hardware and development (sensors, software developers, validation infrastructure)

Added complexity: calibration, maintenance, calibration drift, and fault diagnosis

Driver conduct: excessive dependence that results in complacency or annoyance due to erroneous cues

Environmental restrictions: Rain, fog, snow, and glare might affect ADAS sensors.

For a successful implementation, it is essential to strike a balance between strong HMI tactics, continuous driver education, and technical robustness. Moreover, each of these elements must complement the others to ensure a seamless and effective user experience

14. Outlook & Future Trends

VCU-embedded ADAS’s development suggests:

Domain controllers using multi-SoC, high-bandwidth architectures in place of several smaller ECUs

Mobileye’s EyeQ6H and Arm’s automotive-enhanced processors are examples of machine learning and vision-first SoCs that enable quicker perception and decision-making (mobileye.com).

For example, CACC, V2X infrastructure integration, and vehicle-to-vehicle data sharing illustrate connected ecosystems.

Road to autonomy: SAE Level 3/4 functionality is based on ADAS, and some OEMs anticipate commercial Level 3 functionality soon.

15. Conclusion: Toward Safer, Smarter Mobility

It is now essential — not optional — to Integration of ADAS features into VCUs — it’s critical. When seamlessly integrated, ADAS brings:

⚠️ Enhanced safety via proactive intervention

👁️ Real-time situational awareness

🚗 Improved ride comfort and stress-free driving

🌱 Better fuel/energy efficiency and traffic flow

🔒 Future-proofed architecture addressing autonomy, OTA, and standards

However, increased complexity, expense, and security and dependability requirements accompany this advancement. Co-designing hardware and software, adhering to standards, functional safety, cybersecurity, and human-centered engagement are all balanced in a successful integration.

VCU-based ADAS integration is, in essence, a multidisciplinary undertaking. Deep knowledge of algorithms, software engineering, safety engineering, embedded hardware, and systems integration are necessary. However, with the correct strategy, automakers and Tier-1 suppliers can produce cars that are not just safer but also more intelligent, responsive, and prepared for the future.

If you’d like to explore cutting-edge VCUs or EV software solutions , Engineering Staffing Solutions visit our website or reach out at [email protected]. We’d love to partner with you on your ADAS journey.

[dorleco]

Smart Charging Solutions and Grid Integration

1. Introduction: The Importance of Smart Charging Solutions

The demand on the world’s electrical infrastructure is increasing along with the global shift to electric cars (EVs). Although EVs are expected to have a significant positive impact on the environment, they also increase demand on power systems. Problems including peak-load surges, inconsistent supply, and underuse of renewable energy could occur in the absence of intelligent, grid-aware charging & Smart Charging Solutions.

It’s becoming crucial to use Smart Charging Solutions that cover load control, bidirectional energy flow, and standards acceptance. In addition to providing EV drivers with dependable charging, they also promote grid stability, improve the integration of renewable energy sources, and offer consumers financial advantages.

2. The Changing Environment for EV Charging

2.1. Rapid Adoption of EVs

Through fleet electrification programs and incentives, governments around the world are promoting the use of EVs. The need for flexible EV charging is expected to increase by 100–185 TWh in the United States alone by 2030.

2.2. The Risks of Reactivity

Uncontrolled EV charging raises peak demand, which could push utilities to hike rates or strengthen their infrastructure. However, under time-of-use (TOU) rate systems, controlled, off-peak charging reduces customer costs and protects the grid from stress.

3. Smart Charging: An Integrated Approach

Smart charging includes:

Scheduled charging: Scheduling EV charging to occur during off-peak hours is known as scheduled charging.

Load-based control: Adapting charging power dynamically to grid conditions is known as load-based control.

Renewable alignment: Aligning green energy availability with EV charging is known as renewable alignment.

Tools for users: Portals and applications for cost optimization, scheduling, and monitoring.

Companies like as WeaveGrid and ev.energy provide systems that integrate these layers, including utility programs, solar coordination, and user in-app data.

4. The Use of Grid-Responsive Charging

4.1. Incentive Programs Managed by the Utility

WeaveGrid and Rivian have partnered to offer utility-driven charging services to Rivian owners (announced June 10, 2025). These promote lowering power use during peak hours and provide for monetary compensation for charging when the grid is unrestricted.

4.2. Enhanced Scheduling Tools

With ev.energy, users may program charging to happen automatically during midday solar-intensive hours or when EV-specific rates are at their lowest. Integration with residential photovoltaic systems promotes the use of clean energy.

4.3. Load Balancing at the Grid Level

According to studies, EVs could significantly increase storage and balancing capacity and improve grid resilience around renewable energy sources if just 30% of them join V2G programs by 2030.

5. Bidirectional Charging with Vehicle-to-Grid (V2G)

5.1. What is V2G?

V2G technology turns automobiles into mobile energy assets that can support the grid, regulate frequency, or provide backup power by allowing EVs to both draw and return power to the grid.

5.2. Examples from the Real World

Early adopters in Australia made about $1,000 a year by selling energy back to the grid using Nissan Leaf + Wallbox Quasar v1 chargers.

Pilot projects like DTU’s Nikola and Edison projects showed how EVs could support the grid in Japan and Denmark.

6. Paving the Way: Communication Protocols & Standards

Uniform technological standards are essential for the growth of Smart Charging Solutions:

Adopted by 137 nations, the Open Charge Point Protocol (OCPP 2.1) integrates V2G and DER controls.

ISO 15118: Provides “Plug & Charge” functionality and bidirectional connectivity for smooth authentication and intelligent control.

IEEE 2030.5: Offers utility-grid compatibility for DER systems and smart chargers.

EEBUS: Optimizes the use of renewable energy sources by connecting EVs, home energy systems, and EV chargers.

By preventing technical fragmentation, these standards guarantee interoperability, cyber-security, and user-friendly experiences.

7. Emerging Technologies & R&D Trends

7.1. Machine Learning & AI

When compared to conventional techniques, graph neural networks + LLMs have shown better performance in dynamic charging schedules (e.g., February 2025 study). Digital twins of users: used to increase peak shaving and user satisfaction by simulating and rewarding charging/discharging habits.

7.2. Charging via Wireless

Wireless EV charging (3.6–11 kW) is being advanced by companies like WiTricity, with prototypes showing V2G capabilities. This technology, while still in its infancy, could make adoption easier.

7.3. VPPs, or virtual power plants

EVs and household batteries are combined by solutions such as Moixa’s GridShare to create VPPs that take part in flexibility markets; these are ideal for congestion relief, frequency management, and generation smoothing.

8. Obstacles and How to Get Past Them

8.1. Expensive Initial Outlay

The deployment of communication infrastructure, bidirectional hardware, and smart chargers involves significant costs. As a result, compensating for these expenses requires measures such as public funding, regulatory support, and collaborative investment models.

Tax breaks and subsidies aimed at EV infrastructure

Utility refunds for installing a home hub

OEM-utility collaborations to economically scale deployments

8.2: System Complexity & Interoperability

Vendors must use open standards in order to ensure system interoperability (OCPP, ISO 15118). Certification programs and requirements must be supported by governments and industry associations.

8.3: Data privacy and cybersecurity

Since Smart Charging Solutions collect location data, energy usage statistics, and user information, they have become increasingly attractive targets for cybercriminals.

Employ secure authentication, firmware optimization, and TLS encryption (in accordance with EV Grid Assist and other cybersecurity frameworks). Public auditing and industry-wide certification can bolster user confidence.

8.4: Issues with Battery Wear and Warranty

Customers are concerned that frequent cycles of charging and discharging could reduce battery life. There is still conflicting evidence; some research indicate only slight decline. Better data tracking should reveal long-term effects, and policies should safeguard warranties.

9. Pathways to Success

9.1. Financial Incentives & Policies

Governments can accelerate Smart Charging Solutions adoption via:

EV charger rebates (especially bidirectional units)

Aggregator-based remuneration for grid services

Mandates for open standards in funded projects

9.2. Utility–OEM–Software Collaboration

Case study: WeaveGrid + Rivian lets utilities tap into EV charging flexibility without hardware deployment. Other collaborations (utility + OEM) could similarly foster distributed charging at scale.

9.3: Customer Involvement

Participation can be enhanced through the use of resources like gamified energy initiatives and smartphone applications. Moreover, trust can be strengthened by transparent dashboards that showcase cost savings, emissions reductions, and accrued incentives.

9.4 Sturdy R&D and Pilots

To help stakeholders, the DOE’s ‘EVGrid Assist’ initiative provides webinars, tools, and real-world data. Moreover, the refinement of algorithms, hardware, and user experiences requires continuous collaboration among industry, academia, and utility providers.

10. The Future: An Ecosystem of Decarbonized and Resilient EVs

A sustainable, clean energy future where EVs are partners in a robust electric ecosystem rather than merely consumers is made possible by Smart Charging Solutions and grid connectivity. Smart charging turns passive chargers into active grid assets by utilizing AI-driven scheduling, permitting bidirectional energy flow, and balancing renewable supplies.

✅ The objective:

Grid stability through distributed storage, frequency support, and peak management

Cost-effective strategies include infrastructure deferral, user incentives, and off-peak charging.

Environmental impact: decrease of emissions and alignment with renewables

User empowerment: sustainable living, financial gains, and a smooth user experience

Conclusion

Smart Charging Solutions is already being integrated with grid systems, so it’s not a far-fetched ideal. Open standards like ISO 15118, OCPP 2.1, and IEEE 2030.5 offer the communication backbone. Early adopters show both economic viability and efficacy, ranging from Australia to California.

To ensure widespread acceptance, we require:

Frameworks for incentives and policies that promote both market involvement and bidirectional hardware Strong technical guidelines to guarantee security and interoperability

When utility companies, automakers, software developers, and governments work together, they can foster consumer trust through a combination of openness, accreditation, and high-quality design.

In addition to reducing transportation-related emissions during the next ten years, EVs will serve as essential, adaptable storage devices that fuel our everyday activities. One car, one charge at a time, smart charging may create a cleaner, more robust electric system with the help of government programs, standards organizations, OEMs, and grid operators.

Spotlight on Dorleco

Our team at Dorleco is leading this change with:

Cutting-edge VCUs, CAN Keypads, and CAN Displays for real-time charging management Modern EV software Services and engineering Staffing Services that facilitate analytics, diagnostics, and scheduling Smart charging modules that take into account grid limits and renewable energy sources Collaborations between OEMs and utilities to build interoperable, scalable solutions

“By collaborating with Dorleco, you not only contribute to establishing resilient, safe, and future-proof electric vehicle ecosystems but also play a vital role in propelling the next wave of sustainable and intelligent mobility.”

By combining technology, regulation, and consumer focus, next-gen Smart Charging Solutions will define a harmonious energy mobility landscape — where EVs power our journeys and our communities.