- Power class: 1.5 kW · 2 – 3 kW
- Direction: HV to LV step-down · LV to HV step-up
- Output: 14 V · 28 V · 320 V
- Topology: Isolated, soft-switched
- Cooling: Forced air · liquid
- Ingress rating: IP67
Key benefits
Both directions from one supplier
Step-down units hold the 12 V or 24 V network while the vehicle drives, charges or stands. Step-up units build a 320 V rail from a 12 / 24 / 48 V source. Sourcing both from one place keeps the isolation concept, the CAN map and the validation evidence consistent.
Sized to the real LV load, not a catalogue number
We size the converter against your actual low-voltage budget — lighting, HVAC blower, pumps, steering, infotainment — rather than oversizing by default. Over-sizing costs mass and hurts part-load efficiency.
Drops into a shared housing
Integrated into a 2-in-1 or 3-in-1 unit, the converter shares the enclosure, coolant circuit and CAN node with the charger — fewer parts, shorter harness, one mounting interface.
Description
The DC-DC converter replaces the alternator: it takes energy from the traction battery and holds the low-voltage network at a stable potential while the vehicle is driving, charging or standing. Output is galvanically isolated from the high-voltage side, which is what allows the LV network to remain touch-safe.
Units are available standalone for platforms that already carry a separate charger, or integrated into a 2-in-1 or 3-in-1 housing where sharing the enclosure, the coolant loop and the CAN node removes weight, harness and cost.
Technical specifications
| Parameter | Value / Condition |
|---|---|
| Rated output power | 1.5 kW continuous ( 1.8 kW peak, 6 min ) · 2 kW ( 12 / 24 V input ) · 3 kW ( 48 V input ) |
| Input voltage classes | 48 / 72 / 96 / 144 / 320 V ( step-down ) · 12 / 24 / 48 V ( step-up ) |
| Nominal output | 14 V / 110 A or 28 V / 55 A ( step-down ) · 320 V nominal, 250 – 420 V ( step-up ) |
| Efficiency | ≥ 93 % at rated load |
| Control interface | CAN 2.0B, enable line option |
| Protections | OVP, OCP, short circuit, reverse polarity, over-temperature |
Configuration options
| Power | Direction | Input | Output | Cooling |
|---|---|---|---|---|
| 1.5 kW | HV to LV step-down | 48 / 72 / 96 / 144 / 320 V | 14 V / 110 A or 28 V / 55 A | Forced air |
| 2 kW | LV to HV step-up | 12 / 24 V | 320 V nominal ( 250 – 420 V ) | Liquid |
| 3 kW | LV to HV step-up | 48 V | 320 V nominal ( 250 – 420 V ) | Liquid |
| Parameter | Value / Condition |
|---|---|
| Operating temperature | -40 °C to +85 °C |
| Ingress protection | IP67 |
Certification and compliance documents are issued per programme and per destination market. We state plainly what each platform is certified to and what it is designed to meet.
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Applications
- Passenger cars
- Light commercial vehicles
- Buses and coaches
- Trucks
- Off-highway
- Marine and RV
FAQ
How do I size the converter?
Sum the continuous low-voltage draw with the worst-case transient — steering, pumps, HVAC — then add margin for ageing and cold-start. We run this against your load list during the concept phase.
Is the output isolated from the traction battery?
Yes. Galvanic isolation is standard, which is what keeps the LV network touch-safe and is required by the HV safety concept.
Can it run without the ignition on?
Yes when the vehicle control unit permits it. Wake-up is via CAN message or enable line.
Downloads
Related resources
- How to select an on-board charger: a 7-step checklist for OEM and Tier-1 buyers
- 400 V vs 800 V architectures: what it changes for the on-board charger
- IEC 62196 compared: Type 2, CCS1, CCS2, GB/T, NACS and CHAdeMO