DC/DC Converter 44V-97VDC 1KW

A 1 kW DC to DC converter taking 44 to 97 V DC from the traction pack and producing a regulated 14 V for the vehicle's 12 V system. This is the part that replaces the alternator.

A conversion has two electrical systems and only one of them stores energy usefully. The 12 V battery still runs the lights, the ECUs, the contactor coils, the pump and the BMS, and with the engine gone there is nothing charging it. Within a few hours the 12 V battery flattens, the contactors drop out, and a car with a full traction pack will not move. The DC to DC converter is what stops that, and it is not an optional refinement.

1 kW at 14 V is 72 A continuous, which comfortably covers headlights, blower, pumps, ECUs and a charging 12 V battery at the same time.

It outputs 14.0 V, not 12. That is correct and deliberate: a lead acid battery needs around 14 V to actually charge, which is why an alternator does the same.

Key specifications

Features

• Replaces the alternator, which is what keeps a conversion's 12 V system alive
• 72 A continuous, enough for lights, blower, pumps, ECUs and charging together
• 14.0 V output, the voltage a 12 V battery actually needs to charge
• Wide input range, so pack sag under load does not drop it out
• Isolated, so the 12 V system stays separate from pack potential

Compatibility

Match the converter to your pack voltage. This is the 44 to 97 V version. The same family covers 44 to 97 V, 74 to 162 V, 103 to 227 V and 206 to 454 V, and choosing by nominal pack voltage alone is how people end up outside the range.

Check both ends: a pack that sags below 44 V under hard acceleration or rises above 97 V at the top of a charge is outside this unit's window, even if its nominal voltage sits comfortably inside.

Plan the cooling and the mounting. A kilowatt of conversion produces real heat, and the case is the heatsink.

In the box

• 1 x DC to DC converter

Downloads

A 3D CAD model in STEP format is in the Documents tab.