3-in-1 Bidirectional 6.6kW OBC + 2.0kW DCDC + PDU

Product Overview

Model LK6001 packs four functions into one water-cooled housing: a bidirectional 6.6 kW on-board charger, a 2.0 kW DC/DC converter, a power distribution unit and a DC/AC inverter. Battery electric, hybrid and range-extended vehicles running a 240–450 Vdc traction pack can take AC charging, a 13.8 Vdc low-voltage rail and an AC outlet from a single sealed assembly instead of three separate boxes.

The charger side accepts single-phase mains across 90–264 Vac and pushes up to 6.6 kW into the pack, holding a rated 330 Vdc output inside that 240–450 Vdc window. The DC/DC stage draws from the same pack and delivers 13.8 Vdc at 2 kW, running the vehicle's low-voltage equipment while it charges the low-voltage battery at the same time. The inverter converts pack voltage to 220 Vac for on-board AC loads, and the distribution section routes and protects the high-voltage circuits inside the same enclosure.

The housing is IP67 and water-cooled, so it can sit in a compartment or under the floor without a fan opening cut into it. Internal parameters are set and adjusted by the upper-level monitoring unit over the CAN interface, which means charge limits, start and stop behaviour and status reporting are commanded by the vehicle rather than fixed at the factory. Output voltage stays stable as load moves, conversion efficiency is high, and the assembly is built to take the vibration of chassis mounting. As a high voltage dc power supply for a vehicle platform, its value is that the four stages are matched to one another before they ever reach your wiring loom.

Integrated Architecture

• One enclosure instead of three. The charger, the 2.0 kW DC/DC converter, the distribution unit and the inverter share a single housing, one cold plate and one low-voltage wiring loom, so a packaging task that used to involve three brackets and three sets of clearances becomes one.
• Shorter high-voltage runs. Distribution sits inside the same unit, so cable that used to travel between charger, converter and a separate fuse box becomes internal busbar. That means fewer high-voltage connections to torque, insulate and inspect on the line.
• One coolant circuit. All the power stages are cooled on the same water path, so the vehicle needs one pump-and-radiator loop rather than separate cooling for each box, and the enclosure stays sealed with no fan aperture.
• One CAN node. Charge control, parameter setting and status reporting pass through a single interface, so the vehicle integration is written, documented and validated once instead of three times.
• Packaging and mounting. A combined envelope leaves more room in the tunnel, under the rear seat or behind the bulkhead, and shorter runs mean less weight and lower conduction loss.
• Matched stages. As a dc dc converter manufacturer we design the charger, converter, distribution and inverter together, so current limits and protection thresholds are coordinated across the assembly rather than negotiated between three separate suppliers.
• Sealing and vibration. The housing is rated IP67 and built to withstand chassis-mounted vibration; confirm connector, breather and coolant-port sealing for the mounting position you have in mind.
• Service and spares. One part number covers what used to be three, which simplifies stores, warranty handling and field replacement.

Charging Sequence

1. AC applied, output held. After mains is connected the dc charger completes its own start-up within 10 s, but it does not energise the high-voltage output until the BMS sends a charging request.
2. Request accepted. The BMS message carries the voltage and current the pack will take; the unit follows those limits rather than its own defaults.
3. Soft ramp. Once the request is accepted, output rises from 10% to 90% within 3 s, so contactors and pack electronics see a controlled climb rather than a step.
4. Constant current below 330 V. While pack voltage is under 330 Vdc, the charger holds current at the rated 20 A.
5. Constant power above 330 V. Once the pack passes 330 Vdc the unit holds power instead, tapering current as voltage climbs toward the 450 Vdc ceiling.
6. Stop on command. A BMS shutdown request brings output current to 0 A within 500 ms.
7. Mains loss. If the AC supply disappears, the input capacitors discharge to 36 V within 3 s, which shortens the wait before anyone works on the input side.

OBC Specifications

Protection & Thermal Behaviour

Protection on this high voltage dc power supply is staged so the vehicle keeps charging where it can and stops cleanly where it cannot. The AC input is watched at both ends: input undervoltage protection acts between 70 and 85 Vac and recovers between 90 and 100 Vac, while input overvoltage protection trips between 270 and 280 Vac and recovers between 260 and 270 Vac, so a shaky grid causes a pause rather than a failure. On the DC side the output is protected against overvoltage at 445–465 Vdc with a self-recovering hiccup and lockout, and against undervoltage at 225–235 Vdc — below the bottom of the 240 Vdc operating window, which keeps a deeply discharged pack from being mistaken for a fault. Output overcurrent protection trips at 22 A.

Thermal behaviour is deliberately graduated. Water cooling carries heat out of the enclosure, and the control loop backs the current off before it has to stop: from 65 ℃ the output current falls by 5% for every 1 ℃ rise, above 85 ℃ the output switches off, and at 75 ℃ or below it resumes on its own. In practice a hot day, a blocked radiator matrix or a restricted coolant flow slows the charge instead of stranding the vehicle. Size the loop with that curve in mind, and confirm coolant flow and inlet temperature with our engineers when you specify the circuit.

DCDC & Inverter Outputs

Vehicle Platform Fit

• Battery electric vehicles. The charger is the AC charging path, the DC/DC keeps the 13.8 V rail alive while the pack is under load, and the inverter supplies AC without an extra box on the vehicle.
• Plug-in hybrids and range-extended electric vehicles. Same 240–450 Vdc window and the same four functions, with the space saving mattering more because the front compartment is already crowded.
• Specialty and low-volume platforms. Converted chassis, municipal vehicles and short production runs can treat the assembly as the whole on-board power package instead of engineering three interfaces and three supplier relationships.
• Where the pack sits in the window. Below 330 Vdc the charger runs in constant current at the rated 20 A; above it, constant power. A 300 V nominal pack spends most of its charge in constant current, a 400 V pack in constant power, and both stay inside the 6.6 kW rating.
• Input supply. The AC side spans 90–264 Vac single-phase, covering 110 V and 220–240 V nominal supplies, with the BMS setting the current the pack will accept on the day.
• Top of charge. Output stops at 450 Vdc and output overvoltage protection sits at 445–465 Vdc, so confirm your pack's full-charge voltage before the design freeze — as a dc dc converter manufacturer we would rather check that number early than catch it in validation.
• What it is not. This is an AC on-board charger and on-board converter set; DC fast charging needs a separate off-board charger and does not run through this assembly.

Ordering & Delivery

1. Start with the pack. Send the nominal and full-charge voltage of your pack, the charge power you want and the ambient conditions; the dc charger is then checked against your window, including its behaviour at your minimum input voltage.
2. Check the handshake. Share your CAN matrix and the BMS messages you use for charge request and stop, so our engineers can confirm addresses, scaling and timing line up before you build a wiring assembly.
3. Fix the cooling circuit. Tell us the coolant type, flow, inlet temperature and the port type and orientation you need; the water-cooled plate is the interface that is hardest to change later.
4. Define the connections. Confirm high-voltage and low-voltage connector types, wiring length and mounting points, and ask for the outline drawing you need for your packaging study.
5. Agree the documentation. Tell us which drawings, test data and declarations your approval process expects and we will confirm what can be provided. Ask your sales contact about sample availability for bench validation.
6. Settle the commercial terms with your sales contact. Quotation is built per configuration, and current lead time, packing, shipping terms and payment terms are confirmed at that stage, together with repeat-order scheduling if the assembly is going across a model year.

Input Supply & Output Quality

On a 110 V or sagging supply. The rating is 6.6 kW at 220 Vac, but the binding constraint is the 32 A input-current ceiling rather than the power figure on the plate. On a 110 V nominal supply that ceiling works out at roughly 3.5 kW of input power, so the pack charges at about half rate. The same rule carries a soft line through a charge: below 220 Vac the dc charger backs output power off to hold input current at or below 32 ± 1 A instead of tripping a breaker, and it returns to full output once the supply recovers.

Starting on a weak line. Power factor is ≥0.98 at rated input and full load, so the current drawn from the line stays close to the real power being delivered. Cold-start initiation current is ≤40 A at 220 Vac, and input surge current is ≤60 A at 450 Vdc input with rated output — use these when you size the upstream breaker, contactor and cable. If the mains drops out, the input capacitors discharge to 36 V within 3 s. Bear in mind that after AC is restored the unit re-runs its start-up and holds the high-voltage output until the BMS sends a fresh charge request; the ≤10 s boot time counts from AC application, not from the request.

What the pack receives. Output ripple and noise is held to ±5 %Vo, measured at 25 ℃ with a 20 MHz-bandwidth oscilloscope and a 10 µF electrolytic plus a 0.1 µF ceramic capacitor across the test terminal, so the figure can be repeated with the same setup in your own acceptance test. Steady-current accuracy is ±2 A at rated input with 50 % load or above; regulation accuracy ±1 %, source adjustment ±1 %, load regulation ±2 % and temperature coefficient ±0.02 %/℃. Write your BMS charge-acceptance limits against these numbers. If a pack-side filter or a downstream dc power supply needs a cleaner rail than this, tell us when you specify the configuration — as a high voltage dc power supply the module's regulation window is fixed at the values above, and extra filtering belongs on the pack side of the connection.

Technical Support & Model Matching

Buying power-conversion hardware rarely fails on the unit itself; it fails on the match. Tell our engineers the input and output voltages, the current your load draws and how the unit will be controlled and mounted, and they will confirm the right configuration or quote a customized one. Lincoren has run its own full-power R&D platform and pilot base in Nanjing since 2010, so selection, wiring and commissioning questions go to the people who designed the unit, not to a call centre. Fault diagnosis and replacement support continue after delivery.

FAQ