FAQ

Lead-acid and lithium packs, including LiFePO4, through a trickle / CC / CV charging profile. The GC-OBC-850W stores more than 100 charging curves, preset before shipment or selectable in the field. Send us your chemistry, capacity and charging current and we will set the curve.

GC-OBC-700W GC-OBC-850W

Work from pack energy and acceptable charge time: roughly battery kWh divided by the kW delivered to the battery. A 15 kWh pack on the GC-OBC-3.3KW charges from 20 % to 100 % in about 4 hours; a 60 kWh pack on the GC-OBC-6.6KW takes roughly 8 hours at about 6 kW into the battery.

GC-OBC-3.3KW GC-OBC-6.6KW

• 48 V golf cart, about 100 Ah — GC-OBC-700W-4813, 13 A, roughly 6–7 hours from 20 %, which suits overnight charging.
• 72 V electric motorcycle — GC-OBC-850W-7212, 12 A across an 18–100 V output range, IP67 for under-seat mounting.
• 80 V forklift battery — GC-OBC-6.6KW-8060, 60 A across a 25–100 V output range.

GC-OBC-700W GC-OBC-850W GC-OBC-6.6KW

• GC-OBC-2KW-7225 — 25 A at 72 V nominal, 48–96 V output range.
• GC-OBC-3.3KW-7240 — 40 A at 72 V nominal, 44–101 V output range.
• GC-OBC-6.6KW-31220 — 20 A at 312 V nominal, 110–450 V output range.

All figures at 220 VAC input.

GC-OBC-2KW GC-OBC-3.3KW GC-OBC-6.6KW

An on-board charger is installed in the vehicle and converts AC grid power to DC for the battery, typically 3.3–22 kW. A DC fast charger is off-board and feeds the pack directly at much higher power, bypassing the OBC entirely.

GC-OBC-6.6KW

6.6 kW single-phase is the common default; 11 kW three-phase is increasingly expected on mid-range and premium platforms. 22 kW needs three-phase supply at the installation, which not every domestic market has.

Where the power level allows it, yes. The GC-OBC-700W uses natural convection, so there is no fan noise, no dust drawn into the unit and no fan failure — useful in dusty or humid installations.

GC-OBC-700W

Choose liquid cooling if the vehicle already has a coolant loop or the charger sits in a closed compartment; air cooling suits open mounting positions. The GC-INT-3.3KW-1KW-PDU is air cooled, needs no coolant loop and runs from -40 °C to +65 °C ambient, derating above 65 °C.

GC-OBC-3.3KW GC-INT-3.3KW-1KW-PDU

Integration saves one enclosure, one mounting position and part of the harness, which reduces weight, installation time and total cost. The GC-INT-3.3KW-1KW-PDU adds a power distribution unit, so you install one part instead of three and validate one supplier and one CAN node.

GC-INT-6.6KW-1.5KW GC-INT-3.3KW-1KW-PDU

GC-INT-6.6KW-1.5KW: seven variants covering 72 V to 540 V nominal, with output ranges up to 710 V. GC-INT-3.3KW-1KW-PDU: 65–144 VDC, rated 115 V, for packs whose full-charge voltage is 144 V or less.

GC-INT-6.6KW-1.5KW GC-INT-3.3KW-1KW-PDU

Power flows both ways: the GC-BID-6.6KW-2KW charges the traction battery from the AC grid and can also invert battery power to 220 VAC 50 Hz for external loads (V2L). It is designed for 240–450 V packs, rated 350 V — full 6.6 kW is available at about 330 V and above, below which the 20 A current limit reduces output.

GC-BID-6.6KW-2KW

About 3.3 kW at 220 VAC covers most single-phase loads at once — an electric kettle (around 2 kW) plus lighting and a laptop, or a circular saw, a work light and a phone charger.

GC-BID-6.6KW-2KW

It converts traction battery voltage to 12 V or 24 V for lights, controllers and accessories and keeps the auxiliary battery charged, replacing the alternator of a combustion vehicle. The GC-DCD-1.5KW 14 V output maintains and charges a 12 V lead-acid or lithium auxiliary battery.

GC-DCD-1.5KW

Match the input class to your traction battery voltage and the output to your low-voltage system: 14 V for 12 V systems, 28 V for 24 V systems.

GC-DCD-1.5KW

• 1800 W peak — the GC-DCD-1.5KW can deliver 1800 W for up to 6 minutes before returning to 1500 W continuous.
• Efficiency — the GC-DCD-1.5KW-144-14 reaches ≥93 % at rated output.

GC-DCD-1.5KW

Use one to power high-voltage loads such as electric compressors from a 12 V, 24 V or 48 V battery when the vehicle has no high-voltage pack; the GC-DCD-2KW raises a 12–48 V battery to a 320 V bus. The 48 V version (GC-DCD-2KW-48320) delivers 3000 W; the 12 V and 24 V versions deliver 2000 W.

GC-DCD-2KW

Within a platform class, one unit can cover both 400 V and 800 V when it is specified to a voltage window rather than a nominal value — declare both platforms at concept stage so the variant is qualified. 800 V halves current for the same power, which raises the charging-power limit for a given conductor; the efficiency gain is modest, mostly lower copper loss.

It has to: most public infrastructure is 400 V, so the vehicle either boosts the 400 V DC input or splits the pack for charging. Ask a supplier what the charger does when the supply is 400 V, not only whether it does 800 V.

Yes, within the stated input range — 90–135 VAC or 180–264 VAC on the GC-OBC-700W, and 85–265 VAC on the GC-BID-6.6KW-2KW, covering North America, Japan, Europe and most of Asia. The standard GC-INT-3.3KW-1KW-PDU is specified for 49–51 Hz; contact us for 60 Hz markets.

GC-OBC-700W GC-OBC-850W GC-BID-6.6KW-2KW GC-INT-3.3KW-1KW-PDU

Because input current is limited. The GC-OBC-2KW delivers 1200 W on 110 VAC and 2000 W on 220 VAC, and the GC-OBC-6.6KW is limited to 3.3 kW on 110 VAC.

GC-OBC-2KW GC-OBC-6.6KW

A single-phase 220–240 VAC supply rated for 32 A to reach full output.

GC-OBC-6.6KW

Yes on the models that offer it. The GC-OBC-2KW and GC-OBC-3.3KW accept 130–400 VDC, for example from a DC bus or a battery storage system.

GC-OBC-2KW GC-OBC-3.3KW

Yes. The GC-OBC-2KW offers a portable housing with the same 2 kW electronics, and the GC-OBC-850W is available in a portable housing (200 × 180 × 165 mm) with the same electrical specification, so one product line covers on-vehicle and off-vehicle charging.

GC-OBC-2KW GC-OBC-850W

The GC-OBC-850W is epoxy potted and rated IP67 — the enclosure is filled with resin, which protects the electronics from water, dust, vibration and shock. Connectors and cable glands in your installation should also be IP67.

GC-OBC-850W

378 × 270 × 119 mm, fan cooled and rated IP67.

GC-INT-6.6KW-1.5KW

The GC-BID-6.6KW-2KW and the GC-DCD-2KW are liquid cooled. For the bidirectional unit use -40 °C grade coolant at -40 °C to +65 °C with at least 8 L/min flow during operation; output derates as coolant temperature rises.

GC-BID-6.6KW-2KW GC-DCD-2KW

At 2000 W output and about 92 % efficiency, roughly 180 A from a 12 V battery, so heavy cabling and a suitably sized battery are required.

GC-DCD-2KW

It distributes battery power through dedicated sockets for a PTC heater and an air-conditioning compressor, alongside the battery and AC input sockets.

GC-INT-3.3KW-1KW-PDU

Yes. On the GC-INT-6.6KW-1.5KW the DC/DC supplies the 12 V system while the OBC charges the traction battery. On the GC-BID-6.6KW-2KW the DC/DC can supply up to 1.2 kW during charging within the 6.6 kW total, and up to 2.0 kW when the OBC is not charging.

GC-INT-6.6KW-1.5KW GC-BID-6.6KW-2KW

CAN 2.0B at 250 kbps by default. An enable line is standard where a platform has no charger node, and CAN 2.0B is optional on the GC-OBC-2KW.

GC-OBC-2KW GC-OBC-3.3KW GC-OBC-6.6KW GC-INT-6.6KW-1.5KW GC-DCD-1.5KW

Yes. We work to your BMS or VCU protocol document and adapt the message set. Confirm which signals the vehicle will actually implement — charge enable, current limit, status, fault — and get the DBC before integration starts, not during it.

GC-OBC-3.3KW GC-OBC-6.6KW GC-INT-6.6KW-1.5KW

CAN 2.0B is the standard control interface; an enable-signal version is available where the platform has no charger node. Discuss the option for your project.

GC-OBC-2KW GC-DCD-1.5KW

The GC-OBC-3.3KW stops output within 5 seconds of a CAN communication fault to protect the battery.

GC-OBC-3.3KW

Yes. On the GC-DCD-2KW the output range is 250–440 V (12 V model) or 250–420 V (24 V / 48 V models), settable by CAN.

GC-DCD-2KW

The range is developed to automotive quality processes with validation against UNECE R10 for EMC and ISO 26262 where a safety goal is allocated to the charger. Ask for test reports rather than statements of intent.

No. Functional safety is engineered against an allocated safety goal. If the vehicle concept allocates an ASIL to the charger, that has to be in the development plan from the start.

Yes, with correctly engineered insulation coordination and a compliant high-voltage safety concept. The regulatory requirements do not change fundamentally — the creepage and clearance distances and the materials do, and insulation coordination is usually the hard part of an 800 V programme.

Type 2 (IEC 62196-2), CCS1 (Combo 1), CCS2 (Combo 2), GB/T 20234, NACS and CHAdeMO, across charging couplers, vehicle inlets, charging cables and adapters.

No, but they share a housing. CCS2 is a Type 2 connector with two DC pins added, so a CCS2 inlet accepts both a Type 2 AC plug and a CCS2 DC plug.

Physically yes, with the right adapter. It does not change the vehicle’s type approval for that market, so it helps fleets rather than compliance.

CCS2 for DC and Type 2 for AC — that is the European default and what infrastructure installs.

Certificates and declarations of conformity are published in the download centre. Full EMC test reports, the CAN matrix, the functional safety concept and DFMEA are released under NDA — request access and we will confirm what exists for your configuration.

MOQ is defined per product family. Tell us the model and your volume and we will confirm for your configuration.

Yes. Samples are available for evaluation before any volume commitment.

Lead time is confirmed at quotation, per configuration. Contact us and we will confirm for your configuration.

Warranty is stated per product family. Contact us and we will confirm for your configuration.

Yes. Output voltage range and power rating, housing and mounting, connector set and cable configuration, communication stack, plus branding, labelling and packaging can all be adapted. The GC-INT-6.6KW-1.5KW ships with a 14 V / 107 A DC/DC output; other outputs are handled as a custom project.

GC-OBC-700W GC-INT-6.6KW-1.5KW

Yes. CAN matrices and DBC files, the functional safety concept and ASIL allocation, DFMEA and design verification reports, and full EMC test reports are released under NDA. Request access from the download centre.

Payment terms are confirmed with the quotation and depend on the order profile. Contact us and we will confirm for your configuration.

Datasheets, 2D dimensional drawings and 3D STEP files are in the download centre, together with the full-line catalogue.

At concept. Cooling capacity, the CAN signal list and the compliance scope all constrain the vehicle, and all are cheaper to decide before the architecture freezes.