OEM HIGH-VOLTAGE BATTERY ENGINEERING

Heavy-Duty AMR Lithium Battery Systems

A 204.8 V, 64.3 kWh battery pack becomes the engineered building block for 400V-, 600V- and 800V-class autonomous mobile robot platforms—coordinated through system-level BMS, high-voltage protection, charging and vehicle interfaces.

Electrical architectureMechanical integrationBMS and communicationCharging strategy
Discuss Your AMR Project Explore Voltage Configurations
Heavy-duty autonomous mobile robot with an integrated high-voltage lithium battery pack

THE APPLICATION CHANGES THE BATTERY

Built for Heavy-Duty Autonomous Platforms

High-payload AMRs operate under a different electrical and mechanical envelope from low-voltage light-duty robots. Battery sizing has to follow traction demand, peak events, shift coverage, charging access and the vehicle control strategy.

Heavy-duty autonomous mobile robot transporting a large industrial steel fixture through a factory

Power under real motion

Acceleration, ramp climbing and high payloads can create short peak-current events above average traction demand. Conductor sizing, protection, thermal behavior and voltage stability must be reviewed together.

Uptime across the shift

Long daily operating hours, auxiliary loads, route distance and dwell time determine whether the fleet needs overnight charging, opportunity charging or a faster coordinated charge window.

Vehicle-level integration

Available battery space, vibration, shock, weight distribution, service access, communication and fleet dispatch logic all influence the final system—not nameplate energy alone.

Six-wheel heavy-duty logistics AMR transporting a massive secured steel forging

Heavy-duty logistics AMRs

High-payload autonomous transport between production, staging and warehouse zones.

Heavy-duty autonomous industrial tug pulling two multi-axle die transport trailers

Industrial tow and tug platforms

Autonomous material movement where traction power and predictable availability matter.

Wide eight-wheel autonomous platform carrying an oversized precision ring on a custom cradle

Specialized autonomous vehicles

Project-specific mobile chassis requiring high-voltage, high-power battery integration.

VERIFIED BUILDING BLOCK

One Battery Pack. Multiple High-Voltage Architectures.

The 204.8 V pack is the repeatable electrical building block. Bonnen engineering can evaluate identical packs as a coordinated series system around the AMR's target bus voltage, power demand, packaging and charging plan.

Flat 204.8-volt lithium battery pack used as a building block for heavy-duty AMR systems
300 AContinuous discharge
600 APeak discharge
150 AContinuous charge
Cell chemistryLiFePO4
Configuration1P64S
Nominal voltage204.8 V
Operating voltage range160–233.6 V
Nominal capacity314 Ah
Nominal energy64.3 kWh
Continuous discharge current300 A
Peak discharge current600 A; duration requires confirmation
Continuous charge current150 A
Ingress protectionIP67
Thermal systemLiquid cooling and Liquid heating
BMSIncluded
Charge temperature0–55 °C
Discharge temperature-20–55 °C
Self-discharge<3% per month

SERIES SYSTEM OPTIONS

400V, 600V and 800V System Configurations

The platform labels are voltage classes. The figures below show the exact nominal voltage and operating window calculated from the verified 204.8 V pack.

400V-class

2 packs in series

Actual nominal voltage
409.6 V
Operating window
320–467.2 V
System capacity
314 Ah
Nominal energy
128.6 kWh
Mechanical layout
Project-specific

A starting architecture for heavy-duty platforms targeting a 400V-class traction bus, subject to controller, charger and packaging review.

600V-class

3 packs in series

Actual nominal voltage
614.4 V
Operating window
480–700.8 V
System capacity
314 Ah
Nominal energy
192.9 kWh
Mechanical layout
Project-specific

A higher-voltage path for projects where the complete powertrain architecture is designed around a 600V-class bus.

800V-class

4 packs in series

Actual nominal voltage
819.2 V
Operating window
640–934.4 V
System capacity
314 Ah
Nominal energy
257.2 kWh
Mechanical layout
Project-specific

An 800V-class configuration for vehicle programs whose inverter, charger, insulation and high-voltage interfaces support the full operating window.

Three groups of identical standard battery packs showing two-pack, three-pack and four-pack series system options

Engineering note: These configurations are engineered as complete high-voltage battery systems. The individual packs are not intended to be connected in series without coordinated BMS control, high-voltage protection and system-level validation. Current capability does not increase merely because packs are connected in series.

COORDINATED HIGH-VOLTAGE CONTROL

More Than Packs Connected in Series

A safe, controllable AMR energy system requires coordinated monitoring, switching, protection, communication and vehicle interfaces. Final functions and component selection are project-dependent.

Pack LayerIdentical 204.8 V packs with included BMS and pack-level monitoring.
Master ControlSystem state, limits, diagnostics and coordinated contactor logic.
HV ProtectionMain contactors, pre-charge, fusing, current sensing, HVIL, insulation monitoring and service disconnect as evaluated.
Vehicle InterfaceCAN or RS485 strategy, emergency shutdown, inverter and controller coordination.
Charging InterfaceCharger communication, charge limits, connector and thermal coordination.

The system architecture can be engineered around the AMR program. The exact protection devices, communication protocol, diagnostic scope and distribution arrangement require interface confirmation and validation.

PROJECT-SPECIFIC ENGINEERING

Custom-Engineered Around Your AMR

The pack is a verified starting point. The finished OEM battery system is defined around the vehicle's electrical, mechanical and operating interfaces.

Electrical Architecture

  • System voltage and energy capacity
  • Continuous and peak current
  • High-voltage distribution and protection
  • Operating temperature and thermal limits
  • Prototype and production requirements

Mechanical Integration

  • Battery-bay fit and mounting points
  • Enclosure and ingress protection
  • Weight distribution and service access
  • Air or liquid thermal routing
  • Cable exit and connector layout

Control and Charging

  • BMS functions and diagnostic scope
  • CAN or RS485 communication
  • Charger-to-BMS coordination
  • Charging interface and available windows
  • Vehicle shutdown and fault response

SIZE THE OPERATING SYSTEM

Designed for Uptime, Not Just Nameplate Capacity

A useful AMR battery model connects energy, power and charging to the actual duty cycle. The right kWh value alone does not show whether voltage will remain stable under load or whether the fleet can recover energy during available charge windows.

Capacity

Runtime depends on payload, route, average traction demand, idle loads, auxiliaries, shift length and the target state-of-charge range.

Power

Peak traction events, controller limits, voltage sag and thermal conditions influence current capability and usable performance.

Charging

Available dwell time, charger power, connector access, cooling and fleet utilization determine how energy is restored between tasks or shifts.

FLEET ENERGY RECOVERY

Charging Strategy for Industrial AMR Fleets

Charging power should be selected with the cell, BMS, liquid thermal system, connector, charger and fleet schedule—not treated as an isolated number.

Heavy-duty autonomous mobile robot connected to an industrial opportunity-charging station

Overnight charging

Useful when the operating schedule provides a long, predictable off-shift window and fleet availability does not require rapid turnaround.

Opportunity charging

Short charge windows between tasks can support utilization when charger access and dispatch logic are coordinated.

Faster charging

Higher charge power has to remain within verified electrical and thermal limits. The supplied pack lists 150 A continuous charge current.

Communication

Charger-to-BMS data, charge limits, fault handling and connector status should align with the AMR controller and operating plan.

FIT, ROUTING AND SERVICE

Mechanical and Environmental Integration

Final system packaging depends on the vehicle. Series count does not define the mechanical layout, and the dimensions of a complete 400V-, 600V- or 800V-class system cannot be inferred from the electrical calculation alone.

High-voltage battery pack installed on service rails inside a heavy-duty AMR chassis

Packaging

Battery-bay dimensions, mounting direction, center of gravity, ground clearance and vehicle weight distribution.

Environment

Shock, vibration, indoor or outdoor use, sealing requirements and the verified IP67 pack rating.

Thermal routing

Liquid cooling and liquid heating interfaces, hose routing, service points and operating temperature conditions.

Service access

Cable exit direction, disconnect access, inspection clearance, removal path and lifting or handling provisions.

START WITH WHAT YOU KNOW

What We Need to Size Your AMR Battery

Don’t have every detail yet? That’s okay. Share what you already know—such as motor power, target voltage, required runtime or available battery space—and our engineering team can help define the remaining inputs.

Even a motor datasheet, battery-bay drawing or basic duty-cycle description is enough to start the discussion.

Enough to Get Started

You do not need a complete specification before contacting us.

  • AMR or vehicle type
  • Motor rated or peak power
  • Target system voltage
  • Required operating time
  • Available battery space, if known

Helpful for Detailed Engineering

  • Controller continuous and peak current
  • Payload, route and duty cycle
  • Charging method and available charging time
  • Maximum battery dimensions and weight
  • Operating temperature and communication protocol
  • Drawings, controller or motor datasheets
  • Prototype and expected production quantity
  • Target market or certification requirements
Share What You Know

AN ENGINEERING-LED PATH

From Requirements to Production

1

Requirement Review

Align the AMR type, voltage, power, runtime, charging window, packaging and production objectives.

2

Electrical and Mechanical Architecture

Define the series configuration, protection approach, enclosure arrangement and thermal integration concept.

3

Interface Confirmation

Confirm controller, charger, communication, connector, cable and service interfaces.

4

Prototype and Validation

Evaluate the prototype against agreed electrical, communication, thermal and mechanical requirements.

5

Production Support

Translate the confirmed design into controlled production and project-specific quality requirements.

CONFIRM THE COMPLETE SYSTEM

Engineering and Validation

Validation scope should follow the final vehicle architecture, target market and agreed project requirements. Specific standards are confirmed for the program rather than assumed.

Battery engineers reviewing an AMR lithium battery pack beside a heavy-duty autonomous vehicle

Electrical and BMS review

Protection coordination, BMS logic, state handling, charge/discharge behavior and diagnostic response.

Vehicle communication

Controller and charger messaging, limits, fault reporting and emergency shutdown behavior.

Thermal and mechanical fit

Liquid thermal interfaces, installation clearances, mounting, cables and service access.

Prototype feedback and quality

Use prototype findings to close interface issues and define project-specific production controls.

FAQs About Heavy-Duty AMR Lithium Battery Systems

You need more than just a single lithium ion battery pack​. You need a veteran manufacturer who has been in the field for 10+ years to save your project time, build your brand and grow your profits. Let Bonnen Battery help you achieve business success.

For many heavy-duty AMRs, LiFePO4 is a strong choice because it provides good cycle life, thermal stability and predictable performance for industrial duty cycles. The final battery should still be selected around the AMR’s system voltage, motor power, peak current, payload, operating hours, charging strategy and available installation space.

Start with the AMR’s motor power, continuous and peak current, payload, route, operating hours, auxiliary loads and available charging time. Then determine the required usable energy and verify that the battery can also handle acceleration, ramp climbing and other peak-power events. Battery sizing should consider kWh, current capability, voltage stability, thermal performance and charging together.

There is no standard kWh value for every heavy-duty AMR. Required energy depends on payload, travel distance, speed, gradients, motor efficiency, auxiliary equipment, shift length and charging opportunities. A heavy industrial AMR operating continuously may require a much larger battery than an AMR that can use opportunity charging between missions.

Yes. Our 204.8V 314Ah battery pack can be engineered as part of a 400V-class system using two coordinated packs in series. This creates a nominal system voltage of 409.6V, an operating range of approximately 320–467.2V and nominal energy of about 128.6kWh. The complete system requires coordinated BMS control, high-voltage protection and vehicle-level validation.

Yes. Three 204.8V 314Ah packs can form a 600V-class architecture with a nominal voltage of 614.4V, an operating range of approximately 480–700.8V and nominal energy of about 192.9kWh. The inverter, controller, charger, insulation system and other high-voltage components must be compatible with the complete operating voltage range.

Yes. Four coordinated 204.8V battery packs can be engineered into an 800V-class AMR battery system with a nominal voltage of 819.2V, an operating range of approximately 640–934.4V and nominal energy of about 257.2kWh. An 800V system should only be used when the AMR’s inverter, charger, connectors, insulation and high-voltage architecture are designed for this voltage range.

The standard building-block pack uses LiFePO4 cells in a 1P64S configuration with 204.8V nominal voltage, 314Ah capacity and approximately 64.3kWh nominal energy. It supports 300A continuous discharge, up to 600A peak discharge subject to the required duration, and 150A continuous charging. The pack also includes BMS, IP67 protection, liquid cooling and liquid heating.

No. High-voltage AMR battery systems should not be treated as individual battery packs simply connected in series. A multi-pack system requires coordinated BMS control, contactors, pre-charge, fuses, current sensing, insulation monitoring, HV interlock functions, service disconnects and communication with the AMR controller and charger.

No. Connecting identical battery packs in series increases system voltage and total energy, but it does not automatically increase the Ah capacity or allowable current. For example, two 204.8V 314Ah packs in series create a 409.6V 314Ah system rather than a 409.6V 628Ah system.

It may be, but battery capacity cannot be selected from kWh alone. A 64.3kWh pack could provide sufficient runtime for one AMR while being too small or unnecessarily large for another. We recommend checking payload, average power demand, peak current, route, shift duration, allowable SOC range and charging opportunities before confirming the capacity.

The 204.8V pack is rated for 300A continuous discharge and up to 600A peak discharge, but the allowable peak duration must be confirmed for the specific project. For heavy-duty AMRs, peak current should be evaluated together with motor demand, controller limits, cable sizing, voltage sag, battery temperature and protection settings.

Not every AMR requires liquid cooling, but it can be valuable for high-power, high-voltage and long-duty-cycle applications. Our 204.8V heavy-duty AMR battery uses liquid cooling and liquid heating to help control battery temperature during demanding operation and charging. The final cooling loop, pump, hoses and vehicle interfaces are engineered around the AMR platform.

The standard battery is specified for discharge from approximately -20°C to 55°C and charging from 0°C to 55°C. Because the pack includes liquid heating capability, the thermal system can be integrated into applications operating in colder environments, but actual charging and operating strategy should be confirmed according to the AMR’s duty cycle and ambient conditions.

The 204.8V battery pack has an IP67 ingress-protection rating. This makes it suitable for demanding industrial environments where dust, moisture or temporary water exposure may be concerns. The complete vehicle-level installation must also consider connectors, cable entries, cooling interfaces and other components that can affect overall system sealing.

Yes. The finished AMR battery system can be engineered around available battery space, mounting direction, ground clearance, center of gravity, weight distribution, cable exits, connectors, cooling hoses and service access. Providing a battery-bay drawing or basic dimensional envelope is helpful, but you do not need complete CAD data to start a project discussion.

Yes. Voltage and energy can be engineered according to the AMR’s powertrain and runtime requirements. Our 204.8V 314Ah pack can serve as a building block for 400V-, 600V- and 800V-class systems, while other project-specific battery configurations can be evaluated when different voltage, capacity, packaging or current requirements are needed.

The most useful starting information is the AMR type, motor rated and peak power, target system voltage, required runtime and available battery space. Controller current, payload, route, charging time, operating temperature, communication protocol and mechanical drawings are also helpful, but it is fine if some of these details are not available yet.

Yes. You do not need a complete vehicle specification to begin. Motor voltage and power, estimated runtime and basic battery-space information are often enough for an initial engineering review. Additional information such as controller current, duty cycle, charging method and mechanical interfaces can be confirmed as the project develops.

CAN or RS485 communication can be integrated according to the AMR control architecture. The final communication design can include battery status, SOC, current and voltage limits, temperatures, faults, charger coordination and shutdown logic, but the exact messages and protocol should be confirmed with the vehicle controller and charger specifications.

A high-voltage AMR battery normally needs more than basic cell monitoring. The system may include pack-level BMS units, master control, contactor coordination, pre-charge control, current sensing, insulation monitoring, HV interlock monitoring, fault handling, charge and discharge limits, thermal management coordination and communication with the vehicle and charger.

Yes. Opportunity charging can work well when an AMR has predictable short idle periods between missions or production cycles. The charger power, battery charge-current limit, thermal system, connector design and fleet dispatch schedule should be coordinated so that enough energy can be recovered without exceeding the battery’s verified electrical and thermal limits.

The 204.8V 314Ah pack supports up to 150A continuous charging, but the practical charging power of a complete AMR battery system depends on system voltage, charger capability, SOC, temperature, BMS limits and the thermal system. Faster charging should therefore be engineered around the complete battery and fleet operating strategy rather than charger power alone.

It depends on fleet utilization. Overnight charging is usually simpler when the AMR has a long off-shift period, while opportunity charging can improve uptime when the vehicle operates for long hours and has short predictable stops. Some fleets may use both methods, so battery capacity and charger power should be sized together with the operating schedule.

A high-payload AMR usually needs a battery designed for both high energy and high power because acceleration, ramp climbing and heavy loads can create significant peak-current demand. The battery should be selected using vehicle mass, payload, motor power, controller current, route, gradients, duty cycle, runtime and charging access rather than payload weight alone.

Yes. The same engineering approach can be applied to heavy-duty logistics AMRs, autonomous industrial tugs, material transport platforms and specialized autonomous vehicles. Each project should be sized according to traction power, payload, operating environment, runtime, charging strategy and mechanical integration requirements.

The correct voltage should follow the complete powertrain architecture rather than simply choosing the highest available voltage. Motor power, inverter operating range, current demand, cable sizing, charging system, insulation requirements, efficiency targets and component availability should all be considered when deciding whether a 400V-, 600V- or 800V-class system is appropriate.

As AMR power increases, a higher system voltage can deliver the same electrical power at lower current than a low-voltage system. This can help reduce extremely high current demand in cables, connectors and power electronics. However, high-voltage systems also require more advanced insulation, protection, BMS coordination and safety design, so the voltage should match the actual vehicle architecture.

Yes. The battery system can be developed around OEM requirements including voltage, capacity, continuous and peak power, enclosure design, battery-bay dimensions, liquid thermal management, BMS functions, CAN or RS485 communication, charger integration, connectors, service access and production requirements. Prototype validation can then be used to confirm the final design before production.

START THE ENGINEERING DISCUSSION

Build the Right Battery System for Your Heavy-Duty AMR

Send the information you have now—target voltage, motor or controller data, runtime, battery-bay drawing or a basic duty-cycle description. Bonnen's battery engineering team can review the starting point and help define the remaining inputs. NDA support is available for project information.

Discuss Your AMR Battery Project Send Your Technical Requirements