For electric-motorcycle OEMs, battery-pack manufacturers and integrators in India, BMS selection should start from the battery system—not from motor power or a nominal voltage label alone. This guide shows how to check AIS-156 requirements, battery chemistry and series count, continuous and peak current, and controller/dashboard communication before selecting a BMS.
AIS-156 applies to the rechargeable energy storage system (REESS) and vehicle approval process. The BMS provides safety functions that are verified within that system; selecting a BMS alone does not make the complete battery pack AIS-156 compliant.
AIS-156 sets safety requirements for rechargeable energy storage systems used in L-category electric vehicles, including electric two-wheelers.
AIS-156 Amendment 3 specifies a microprocessor- or microcontroller-based BMS and requires specified BMS safety functions to be verified during REESS testing. These include over-voltage, over-charge, over-discharge, over-temperature, overcurrent and short-circuit protection. Applicable EMC requirements also need to be considered.
Official source: Ministry of Road Transport & Highways — Amendment 3 to AIS-156
✓ Battery chemistry
✓ Exact series-cell count (S count)
✓ Continuous battery current
✓ Controller maximum battery current
✓ Peak current and peak duration
✓ Operating temperature range
✓ Required communication interface and protocol
Do not select a BMS only because it provides basic protection functions. The BMS also needs to match the battery configuration, current demand, thermal conditions and communication requirements of the complete vehicle project.
| Safety & Protection Confirm protection functions, temperature sensing and operating limits. |
Electrical Fit Confirm chemistry, S count, continuous current, peak current and thermal conditions. |
Communication Confirm interface, protocol, required data and controller/dashboard integration. |
Electric motorcycles in India use different battery-voltage platforms, including 48 V, 60 V and 72 V systems. Nominal voltage alone is not enough to select the BMS.
| Confirm | Why It Matters |
|---|---|
| Battery chemistry | LiFePO4 and NMC use different per-cell voltage ranges. |
| Series-cell count | The exact S count determines the required BMS configuration. |
| Pack operating voltage | Confirm charge and operating limits against the charger and controller. |
Motor power is useful context, but it is not sufficient to determine the BMS current rating. Battery-side current also depends on pack voltage, controller limits, drivetrain efficiency, acceleration, gradients, vehicle load and operating conditions.
✓ Expected continuous battery current
✓ Controller maximum battery current
✓ Expected peak battery current
✓ Peak-current duration and frequency
✓ High-temperature, hill-start and heavy-load conditions
The BMS continuous-current capability should cover the expected continuous battery load with appropriate engineering margin under the intended thermal and installation conditions. Peak-current capability should be checked separately against the magnitude and duration of transient loads.
If the motorcycle uses a digital dashboard, vehicle controller or another electronic control unit, confirm both the physical interface and the communication protocol.
| Check | Examples |
|---|---|
| Physical interface | CAN, UART, RS485 |
| Required battery data | SOC, pack voltage, current, temperature and fault information |
| Protocol compatibility | Message IDs, data mapping, baud rate and update behavior |
Use current class and balancing requirements as a starting point, then confirm the exact model datasheet for series count, continuous and peak current, thermal conditions and communication.
| Project Requirement | DALY Range to Evaluate | Final Confirmation |
|---|---|---|
| Lower-current two-wheeler battery | AH / TH | Exact S count, current and protocol |
| Around 80–100 A continuous current | AK / TK | Peak current and thermal conditions |
| Around 150–200 A continuous current | AM / TM | Controller limit, peak duration and enclosure/cooling |
A-series options use passive balancing, while corresponding T-series options provide active balancing. Active balancing should be evaluated when cell imbalance is a demonstrated or expected design concern—not simply because the vehicle is used commercially.
Yes. AIS-156 contains safety requirements for rechargeable energy storage systems used in L-category electric vehicles, including electric two-wheelers.
AIS-156 assessment is performed as part of the REESS and vehicle approval process. It is clearer to describe how the BMS supports the battery system's AIS-156 requirements unless specific documentation supports a component-level claim.
Start with actual battery-side continuous current, controller maximum battery current, peak current and peak duration. Motor power alone is not enough.
Not necessarily. The physical interface and communication protocol both need to match the target equipment.
DALY designs and manufactures lithium battery management systems for OEMs, battery-pack manufacturers and system integrators. Smart and active-balancing BMS solutions can be evaluated for electric two-wheelers according to the specific battery configuration and project requirements.
Send your project parameters so the recommendation can be tied to your actual battery and controller.
| Send DALY:
Battery chemistry & S count Continuous current Controller maximum current Peak current & duration Communication requirements |
You will receive:
BMS selection recommendation Relevant datasheet Communication review Quotation |
Email: dalybms@dalyelec.com
Post time: Aug-26-2026
