Traction chargers for forklifts and other vehicles are a related but different category, with different charge profiles and duty. Much of what follows still applies, but the focus here is stationary systems.<\/p>\n
What’s inside an industrial charger<\/h2>\n![\"\"](\"https:\/\/epcas.com.tr\/wp-content\/uploads\/2026\/10\/industrial-battery-charger-block-diagram-1024x576.png\")
Inside an industrial battery charger: power path on top, control and monitoring underneath.<\/figcaption><\/figure>\nThe diagram shows the main blocks of a typical industrial charger:<\/p>\n
\n- AC input<\/strong> with protection, often with an input filter.<\/li>\n
- Isolation transformer<\/strong>, which steps the voltage and provides galvanic separation between the AC network and the DC system. Most industrial specifications require it.<\/li>\n
- Rectifier bridge<\/strong>, either thyristor (phase-controlled) or, in switch-mode designs, a diode bridge followed by a high-frequency converter.<\/li>\n
- LC output filter<\/strong>, which reduces ripple to the specified level.<\/li>\n
- DC output<\/strong>, connected to both the battery and the DC loads.<\/li>\n
- Controller<\/strong>, typically DSP or microcontroller based, which reads output voltage and current, battery current and temperature, and adjusts the rectifier accordingly.<\/li>\n
- Communication interface<\/strong>: Modbus, Profinet, IEC 61850 or simple dry contacts.<\/li>\n<\/ul>\n
The controller is where much of the real difference between chargers lies. Charge algorithms, current limiting, temperature compensation, alarm logic, event logging and communication all live there. A manufacturer that writes its own control firmware can adapt it to your battery and your process. One that buys a generic controller can’t.<\/p>\n
Start with the battery, not the charger<\/h2>\n![\"\"](\"https:\/\/epcas.com.tr\/wp-content\/uploads\/2026\/10\/battery-chemistry-charging-parameters-1024x576.png\")
Charging parameters by battery chemistry. The charger has to be built around the battery, not the other way round.<\/figcaption><\/figure>\n\nWhat is Industrial UPS?<\/a><\/strong><\/p>\n<\/blockquote>\nThe most important principle in charger specification: the charger serves the battery. Its voltages, current limits and charge stages must match what the battery manufacturer requires. Get that wrong and the battery either never charges fully, or is overcharged and ages fast.<\/p>\n
The table above summarises typical per-cell values for the four chemistries we see most often:<\/p>\n
Vented (flooded) lead-acid.<\/strong> Float around 2.20\u20132.25 V per cell, boost 2.35\u20132.40 V. Needs periodic equalising charges and water top-up. Tolerant and long-lived when maintained.<\/p>\nVRLA (AGM or gel).<\/strong> Float 2.23\u20132.27 V per cell. Boost, if used at all, is limited. Very sensitive to temperature; temperature compensation is strongly recommended. Risk of thermal runaway if overcharged in a hot environment.<\/p>\nNiCd pocket plate.<\/strong> Float 1.40\u20131.42 V per cell, boost 1.50\u20131.55 V or higher. The high boost voltage can exceed load tolerances, which is a system design issue. Very robust and long-lived.<\/p>\nLithium-ion (LFP).<\/strong> Charged with a CC-CV profile at around 3.45\u20133.60 V per cell, typically without traditional float. Charging must be coordinated with the battery management system (BMS), which can request current limits or stop charging. A lithium battery connected to a charger that doesn’t talk to its BMS is a project risk.<\/p>\nAlways use the battery manufacturer’s datasheet values. The table is a guide, not a substitute.<\/p>\n
Charge profiles<\/h2>\n![\"\"](\"https:\/\/epcas.com.tr\/wp-content\/uploads\/2026\/10\/iu0u-battery-charging-characteristic.gif\")
Animation: an IU0U profile. Constant current, then constant boost voltage, then float.<\/figcaption><\/figure>\nIndustrial chargers use a small number of standard charge characteristics, named after the sequence of constant-current (I) and constant-voltage (U) phases:<\/p>\n
\n- IU<\/strong>: constant current until a voltage is reached, then constant voltage. The simplest and most common for float service.<\/li>\n
- IU0U<\/strong>: constant current, then constant boost voltage (U0) for a set time or until current falls below a threshold, then automatic return to a lower float voltage (U). The animation shows this profile.<\/li>\n
- IUIa<\/strong>: adds a final constant-current phase, used for some flooded batteries and traction applications.<\/li>\n
- CC-CV<\/strong>: the lithium equivalent of IU, with termination or hold controlled together with the BMS.<\/li>\n<\/ul>\n
The choice of profile, and the parameters within it (current limit, boost voltage, boost duration, transition thresholds), should be agreed with the battery supplier and documented in the charger settings sheet. It’s worth asking the manufacturer to provide that sheet at FAT.<\/p>\n
Temperature compensation<\/h2>\n![\"\"](\"https:\/\/epcas.com.tr\/wp-content\/uploads\/2026\/10\/vrla-float-voltage-temperature-compensation-1024x576.png\")
Line chart of VRLA float voltage per cell versus temperature with temperature compensation<\/figcaption><\/figure>\nBattery chemistry is temperature-dependent. A lead-acid cell’s ideal float voltage falls as temperature rises, by roughly 3 mV per degree per cell for VRLA. If the charger holds a fixed float voltage set for 20 \u00b0C, then at 40 \u00b0C it’s overcharging by about 60 mV per cell. That accelerates corrosion and dry-out and, in extreme cases, contributes to thermal runaway.<\/p>\n
\nWhat is Three Phase Voltage Regulator?<\/a><\/strong><\/p>\n<\/blockquote>\nTemperature compensation solves this with a sensor on the battery and a controller that adjusts the float voltage automatically. It’s inexpensive and, in our view, should be standard on any charger feeding VRLA batteries outside a tightly controlled room. For NiCd it’s less critical but still useful.<\/p>\n
Ripple, and why the battery hides it<\/h2>\n![\"\"](\"https:\/\/epcas.com.tr\/wp-content\/uploads\/2026\/10\/battery-charger-output-ripple-filter.gif\")
Animation: why ripple is specified with the battery disconnected.<\/figcaption><\/figure>\nA rectifier’s raw output isn’t smooth DC. A 6-pulse thyristor bridge produces ripple at 300 Hz (on a 50 Hz supply) with a peak-to-peak amplitude of over 10% before filtering. The LC filter reduces that to the specified level.<\/p>\n
Here’s the catch. A battery connected to the DC bus acts like a very large capacitor and absorbs most of the ripple. A charger with an inadequate filter will look perfect as long as the battery is connected. Disconnect the battery for maintenance or testing, and the full ripple appears on the bus. Sensitive electronics, protection relays and PLC power supplies may react badly.<\/p>\n
The animation shows three cases: the unfiltered bridge output, the output after a proper LC filter with the battery disconnected, and the output with the battery connected. The specification should state ripple with the battery disconnected, commonly 1% rms or less for industrial loads, and lower for sensitive electronics. And it should be measured that way at FAT.<\/p>\n
Specifying a custom charger: what the manufacturer needs from you<\/h2>\n![\"\"](\"https:\/\/epcas.com.tr\/wp-content\/uploads\/2026\/10\/battery-charger-manufacturer-rfq-information-1024x576.png\")
What a charger manufacturer needs from you to design a custom charging system.<\/figcaption><\/figure>\nWhen you approach an industrial battery charger manufacturer for a custom design, these are the inputs they need:<\/p>\n
Battery.<\/strong> Chemistry, number of cells, capacity, manufacturer’s datasheet with float, boost and end voltages, maximum charge current. If the battery isn’t selected yet, the required autonomy and duty cycle.<\/p>\nDC loads.<\/strong> Continuous load current, peak loads and their duration, and any loads that are sensitive to ripple or voltage variation.<\/p>\nRecharge requirement.<\/strong> For example, “recharge to 90% within 8 hours after a full discharge while supplying the continuous load.”<\/p>\nAC supply.<\/strong> Voltage, phases, frequency, tolerance, whether it may come from a generator, and any harmonic limits.<\/p>\nEnvironment.<\/strong> Ambient temperature range, altitude, humidity, dust, vibration, required IP rating.<\/p>\nRedundancy.<\/strong> Single charger, two 100% chargers in parallel, or N+1 modular.<\/p>\nInterfaces.<\/strong> Required protocol (Modbus RTU\/TCP, Profinet, Profibus, IEC 61850, SNMP), alarm contacts, remote reset, local display.<\/p>\nStandards.<\/strong> IEC 60146 (semiconductor converters), IEC 61204 (low-voltage power supplies), IEC 62040 where it applies, and any project or company specification.<\/p>\nWith that information, a competent manufacturer can size the charger, choose the topology, configure the charge profile and quote accurately.<\/p>\n
Thyristor or switch-mode?<\/h2>\n
There is no universal answer, but there are patterns.<\/p>\n
Thyristor chargers<\/strong> are rugged, tolerate harsh supplies and surges, have long service lives and can be repaired at component level. They need larger filters and are heavier. They’re preferred in many utilities, power plants and oil and gas facilities.<\/p>\nSwitch-mode (high-frequency) chargers<\/strong> are compact, efficient and naturally suited to modular N+1 designs with hot-swappable modules. They produce low ripple with small filters. They’re common in telecom, data centres and increasingly in industry.<\/p>\nA manufacturer that builds both can recommend based on your conditions. One that only builds one type will usually recommend that type.<\/p>\n
Problems we see in the field<\/h2>\n
Most charger failures we’re called to investigate have little to do with the power electronics. They tend to be one of these:<\/p>\n
Wrong charge profile for the battery.<\/strong> A NiCd battery replaced a lead-acid one during a refurbishment, and nobody changed the charger settings. The battery never reaches full charge, and autonomy quietly falls by a third.<\/p>\nNo battery current limit.<\/strong> The charger is sized for load plus recharge, but after a long discharge it pushes its full output into the battery, well above the battery maker’s recommended maximum. VRLA batteries in particular don’t like this.<\/p>\nClogged filters and fans.<\/strong> Chargers in dusty plant rooms overheat slowly as air filters block. Temperature alarms exist, but they weren’t wired to anything.<\/p>\nAlarms not connected.<\/strong> The charger has had a “battery fault” alarm active for months, but the dry contact was never wired to the DCS or SCADA.<\/p>\nEarth faults left unattended.<\/strong> An insulation monitor shows a creeping earth fault on the DC bus, and nobody investigates until a second fault causes a false trip.<\/p>\nNone of these require exotic engineering to prevent. They require a clear settings sheet, an agreed alarm list, a maintenance routine and someone who owns the DC system on site.<\/p>\n
How to evaluate an industrial battery charger manufacturer<\/h2>\n
There are many companies selling industrial chargers. A smaller number design and build them. Here’s how we’d tell the difference:<\/p>\n
Ask who owns the design.<\/strong> Can they show schematics, explain the control loop, modify firmware? Or do they rebadge a product from another company?<\/p>\nAsk about the largest and most unusual chargers they’ve built.<\/strong> Capability shows at the extremes: very high currents, unusual voltages, harsh environments.<\/p>\nLook at the test facilities.<\/strong> Can they test at full rated current with resistive and battery loads? Do they do heat runs?<\/p>\nAsk for references in your sector.<\/strong> A charger for a substation and one for a ship face different conditions.<\/p>\nCheck documentation quality.<\/strong> Ask for a sample settings sheet, FAT report and O&M manual.<\/p>\nClarify support.<\/strong> Commissioning, spare parts availability over 15\u201320 years, remote and on-site service.<\/p>\nFrom specification to site<\/h2>\n![\"\"](\"https:\/\/epcas.com.tr\/wp-content\/uploads\/2026\/10\/custom-battery-charger-engineering-process.gif\")
Animation: how a custom charger moves from specification to commissioning.<\/figcaption><\/figure>\nAt EPC Energy, every custom charger goes through the same five stages, shown in the animation:<\/p>\n
\n- Specification review.<\/strong> Our engineers analyse the battery data, load profile, site constraints and interface requirements, and raise any inconsistencies.<\/li>\n
- Engineering proposal.<\/strong> We propose a topology, ratings and bill of materials, with a clear list of any deviations from the specification.<\/li>\n
- Design approval.<\/strong> Electrical schematics and mechanical drawings are submitted for your approval before production starts.<\/li>\n
- Manufacturing and FAT.<\/strong> Built in our Istanbul facility and tested at full load, including ripple with the battery disconnected, current limiting, charge profile transitions and communication.<\/li>\n
- Commissioning and support.<\/strong> On-site start-up by our engineers, site acceptance testing, and 24\/7 support afterwards.<\/li>\n<\/ol>\n
Frequently asked questions<\/h2>\nWhat should I look for in an industrial battery charger manufacturer?<\/h3>\n
In-house design capability, references in your sector, full-load test facilities, good documentation, and long-term spare parts and service support. A manufacturer that owns its design can adapt it to your battery and loads.<\/p>\n
What information does a manufacturer need to design a custom battery charger?<\/h3>\n
Battery chemistry, cell count and capacity with datasheet; DC load profile; recharge time; AC supply details; environmental conditions; redundancy requirements; communication interfaces; and applicable standards.<\/p>\n
Can one charger be used for both lead-acid and NiCd batteries?<\/h3>\n
The hardware can sometimes be configured for either, but the voltages, charge profile and cell count differ significantly. The charger must be set up specifically for the installed battery. Changing chemistry later requires reconfiguration and usually a review of the voltage window.<\/p>\n
Why is temperature compensation important?<\/h3>\n
Battery float voltage requirements fall as temperature rises. Without compensation, a charger overcharges a warm battery, shortening its life significantly. It’s especially important for VRLA batteries.<\/p>\n
What ripple level should an industrial battery charger have?<\/h3>\n
A common requirement is 1% rms or less with the battery disconnected. Sensitive electronic loads may need lower values. Always specify and test with the battery disconnected.<\/p>\n
Talk to an industrial battery charger manufacturer that designs its own<\/h2>\n
EPC Energy has designed and manufactured industrial rectifiers and battery chargers<\/a> since 1977, for 24 V to 220 V DC systems and currents from tens to over a thousand amperes. Recent projects include a 145 V DC, 700 A modular rectifier system for a marine application in Greece and a 48 V, 360 kW DC power and backup centre in the Netherlands. See our projects<\/a> or read what tailor-made engineering actually means<\/a>. Send your battery data and requirements to epcas@epcas.com.tr<\/a>.<\/p>\n
The diagram shows the main blocks of a typical industrial charger:<\/p>\n
- \n
- AC input<\/strong> with protection, often with an input filter.<\/li>\n
- Isolation transformer<\/strong>, which steps the voltage and provides galvanic separation between the AC network and the DC system. Most industrial specifications require it.<\/li>\n
- Rectifier bridge<\/strong>, either thyristor (phase-controlled) or, in switch-mode designs, a diode bridge followed by a high-frequency converter.<\/li>\n
- LC output filter<\/strong>, which reduces ripple to the specified level.<\/li>\n
- DC output<\/strong>, connected to both the battery and the DC loads.<\/li>\n
- Controller<\/strong>, typically DSP or microcontroller based, which reads output voltage and current, battery current and temperature, and adjusts the rectifier accordingly.<\/li>\n
- Communication interface<\/strong>: Modbus, Profinet, IEC 61850 or simple dry contacts.<\/li>\n<\/ul>\n
The controller is where much of the real difference between chargers lies. Charge algorithms, current limiting, temperature compensation, alarm logic, event logging and communication all live there. A manufacturer that writes its own control firmware can adapt it to your battery and your process. One that buys a generic controller can’t.<\/p>\n
Start with the battery, not the charger<\/h2>\n
Charging parameters by battery chemistry. The charger has to be built around the battery, not the other way round.<\/figcaption><\/figure>\n \n
What is Industrial UPS?<\/a><\/strong><\/p>\n<\/blockquote>\n
The most important principle in charger specification: the charger serves the battery. Its voltages, current limits and charge stages must match what the battery manufacturer requires. Get that wrong and the battery either never charges fully, or is overcharged and ages fast.<\/p>\n
The table above summarises typical per-cell values for the four chemistries we see most often:<\/p>\n
Vented (flooded) lead-acid.<\/strong> Float around 2.20\u20132.25 V per cell, boost 2.35\u20132.40 V. Needs periodic equalising charges and water top-up. Tolerant and long-lived when maintained.<\/p>\n
VRLA (AGM or gel).<\/strong> Float 2.23\u20132.27 V per cell. Boost, if used at all, is limited. Very sensitive to temperature; temperature compensation is strongly recommended. Risk of thermal runaway if overcharged in a hot environment.<\/p>\n
NiCd pocket plate.<\/strong> Float 1.40\u20131.42 V per cell, boost 1.50\u20131.55 V or higher. The high boost voltage can exceed load tolerances, which is a system design issue. Very robust and long-lived.<\/p>\n
Lithium-ion (LFP).<\/strong> Charged with a CC-CV profile at around 3.45\u20133.60 V per cell, typically without traditional float. Charging must be coordinated with the battery management system (BMS), which can request current limits or stop charging. A lithium battery connected to a charger that doesn’t talk to its BMS is a project risk.<\/p>\n
Always use the battery manufacturer’s datasheet values. The table is a guide, not a substitute.<\/p>\n
Charge profiles<\/h2>\n
Animation: an IU0U profile. Constant current, then constant boost voltage, then float.<\/figcaption><\/figure>\n Industrial chargers use a small number of standard charge characteristics, named after the sequence of constant-current (I) and constant-voltage (U) phases:<\/p>\n
- \n
- IU<\/strong>: constant current until a voltage is reached, then constant voltage. The simplest and most common for float service.<\/li>\n
- IU0U<\/strong>: constant current, then constant boost voltage (U0) for a set time or until current falls below a threshold, then automatic return to a lower float voltage (U). The animation shows this profile.<\/li>\n
- IUIa<\/strong>: adds a final constant-current phase, used for some flooded batteries and traction applications.<\/li>\n
- CC-CV<\/strong>: the lithium equivalent of IU, with termination or hold controlled together with the BMS.<\/li>\n<\/ul>\n
The choice of profile, and the parameters within it (current limit, boost voltage, boost duration, transition thresholds), should be agreed with the battery supplier and documented in the charger settings sheet. It’s worth asking the manufacturer to provide that sheet at FAT.<\/p>\n
Temperature compensation<\/h2>\n
Line chart of VRLA float voltage per cell versus temperature with temperature compensation<\/figcaption><\/figure>\n Battery chemistry is temperature-dependent. A lead-acid cell’s ideal float voltage falls as temperature rises, by roughly 3 mV per degree per cell for VRLA. If the charger holds a fixed float voltage set for 20 \u00b0C, then at 40 \u00b0C it’s overcharging by about 60 mV per cell. That accelerates corrosion and dry-out and, in extreme cases, contributes to thermal runaway.<\/p>\n
\n
What is Three Phase Voltage Regulator?<\/a><\/strong><\/p>\n<\/blockquote>\n
Temperature compensation solves this with a sensor on the battery and a controller that adjusts the float voltage automatically. It’s inexpensive and, in our view, should be standard on any charger feeding VRLA batteries outside a tightly controlled room. For NiCd it’s less critical but still useful.<\/p>\n
Ripple, and why the battery hides it<\/h2>\n
Animation: why ripple is specified with the battery disconnected.<\/figcaption><\/figure>\n A rectifier’s raw output isn’t smooth DC. A 6-pulse thyristor bridge produces ripple at 300 Hz (on a 50 Hz supply) with a peak-to-peak amplitude of over 10% before filtering. The LC filter reduces that to the specified level.<\/p>\n
Here’s the catch. A battery connected to the DC bus acts like a very large capacitor and absorbs most of the ripple. A charger with an inadequate filter will look perfect as long as the battery is connected. Disconnect the battery for maintenance or testing, and the full ripple appears on the bus. Sensitive electronics, protection relays and PLC power supplies may react badly.<\/p>\n
The animation shows three cases: the unfiltered bridge output, the output after a proper LC filter with the battery disconnected, and the output with the battery connected. The specification should state ripple with the battery disconnected, commonly 1% rms or less for industrial loads, and lower for sensitive electronics. And it should be measured that way at FAT.<\/p>\n
Specifying a custom charger: what the manufacturer needs from you<\/h2>\n
What a charger manufacturer needs from you to design a custom charging system.<\/figcaption><\/figure>\n When you approach an industrial battery charger manufacturer for a custom design, these are the inputs they need:<\/p>\n
Battery.<\/strong> Chemistry, number of cells, capacity, manufacturer’s datasheet with float, boost and end voltages, maximum charge current. If the battery isn’t selected yet, the required autonomy and duty cycle.<\/p>\n
DC loads.<\/strong> Continuous load current, peak loads and their duration, and any loads that are sensitive to ripple or voltage variation.<\/p>\n
Recharge requirement.<\/strong> For example, “recharge to 90% within 8 hours after a full discharge while supplying the continuous load.”<\/p>\n
AC supply.<\/strong> Voltage, phases, frequency, tolerance, whether it may come from a generator, and any harmonic limits.<\/p>\n
Environment.<\/strong> Ambient temperature range, altitude, humidity, dust, vibration, required IP rating.<\/p>\n
Redundancy.<\/strong> Single charger, two 100% chargers in parallel, or N+1 modular.<\/p>\n
Interfaces.<\/strong> Required protocol (Modbus RTU\/TCP, Profinet, Profibus, IEC 61850, SNMP), alarm contacts, remote reset, local display.<\/p>\n
Standards.<\/strong> IEC 60146 (semiconductor converters), IEC 61204 (low-voltage power supplies), IEC 62040 where it applies, and any project or company specification.<\/p>\n
With that information, a competent manufacturer can size the charger, choose the topology, configure the charge profile and quote accurately.<\/p>\n
Thyristor or switch-mode?<\/h2>\n
There is no universal answer, but there are patterns.<\/p>\n
Thyristor chargers<\/strong> are rugged, tolerate harsh supplies and surges, have long service lives and can be repaired at component level. They need larger filters and are heavier. They’re preferred in many utilities, power plants and oil and gas facilities.<\/p>\n
Switch-mode (high-frequency) chargers<\/strong> are compact, efficient and naturally suited to modular N+1 designs with hot-swappable modules. They produce low ripple with small filters. They’re common in telecom, data centres and increasingly in industry.<\/p>\n
A manufacturer that builds both can recommend based on your conditions. One that only builds one type will usually recommend that type.<\/p>\n
Problems we see in the field<\/h2>\n
Most charger failures we’re called to investigate have little to do with the power electronics. They tend to be one of these:<\/p>\n
Wrong charge profile for the battery.<\/strong> A NiCd battery replaced a lead-acid one during a refurbishment, and nobody changed the charger settings. The battery never reaches full charge, and autonomy quietly falls by a third.<\/p>\n
No battery current limit.<\/strong> The charger is sized for load plus recharge, but after a long discharge it pushes its full output into the battery, well above the battery maker’s recommended maximum. VRLA batteries in particular don’t like this.<\/p>\n
Clogged filters and fans.<\/strong> Chargers in dusty plant rooms overheat slowly as air filters block. Temperature alarms exist, but they weren’t wired to anything.<\/p>\n
Alarms not connected.<\/strong> The charger has had a “battery fault” alarm active for months, but the dry contact was never wired to the DCS or SCADA.<\/p>\n
Earth faults left unattended.<\/strong> An insulation monitor shows a creeping earth fault on the DC bus, and nobody investigates until a second fault causes a false trip.<\/p>\n
None of these require exotic engineering to prevent. They require a clear settings sheet, an agreed alarm list, a maintenance routine and someone who owns the DC system on site.<\/p>\n
How to evaluate an industrial battery charger manufacturer<\/h2>\n
There are many companies selling industrial chargers. A smaller number design and build them. Here’s how we’d tell the difference:<\/p>\n
Ask who owns the design.<\/strong> Can they show schematics, explain the control loop, modify firmware? Or do they rebadge a product from another company?<\/p>\n
Ask about the largest and most unusual chargers they’ve built.<\/strong> Capability shows at the extremes: very high currents, unusual voltages, harsh environments.<\/p>\n
Look at the test facilities.<\/strong> Can they test at full rated current with resistive and battery loads? Do they do heat runs?<\/p>\n
Ask for references in your sector.<\/strong> A charger for a substation and one for a ship face different conditions.<\/p>\n
Check documentation quality.<\/strong> Ask for a sample settings sheet, FAT report and O&M manual.<\/p>\n
Clarify support.<\/strong> Commissioning, spare parts availability over 15\u201320 years, remote and on-site service.<\/p>\n
From specification to site<\/h2>\n
Animation: how a custom charger moves from specification to commissioning.<\/figcaption><\/figure>\n At EPC Energy, every custom charger goes through the same five stages, shown in the animation:<\/p>\n
- \n
- Specification review.<\/strong> Our engineers analyse the battery data, load profile, site constraints and interface requirements, and raise any inconsistencies.<\/li>\n
- Engineering proposal.<\/strong> We propose a topology, ratings and bill of materials, with a clear list of any deviations from the specification.<\/li>\n
- Design approval.<\/strong> Electrical schematics and mechanical drawings are submitted for your approval before production starts.<\/li>\n
- Manufacturing and FAT.<\/strong> Built in our Istanbul facility and tested at full load, including ripple with the battery disconnected, current limiting, charge profile transitions and communication.<\/li>\n
- Commissioning and support.<\/strong> On-site start-up by our engineers, site acceptance testing, and 24\/7 support afterwards.<\/li>\n<\/ol>\n
Frequently asked questions<\/h2>\n
What should I look for in an industrial battery charger manufacturer?<\/h3>\n
In-house design capability, references in your sector, full-load test facilities, good documentation, and long-term spare parts and service support. A manufacturer that owns its design can adapt it to your battery and loads.<\/p>\n
What information does a manufacturer need to design a custom battery charger?<\/h3>\n
Battery chemistry, cell count and capacity with datasheet; DC load profile; recharge time; AC supply details; environmental conditions; redundancy requirements; communication interfaces; and applicable standards.<\/p>\n
Can one charger be used for both lead-acid and NiCd batteries?<\/h3>\n
The hardware can sometimes be configured for either, but the voltages, charge profile and cell count differ significantly. The charger must be set up specifically for the installed battery. Changing chemistry later requires reconfiguration and usually a review of the voltage window.<\/p>\n
Why is temperature compensation important?<\/h3>\n
Battery float voltage requirements fall as temperature rises. Without compensation, a charger overcharges a warm battery, shortening its life significantly. It’s especially important for VRLA batteries.<\/p>\n
What ripple level should an industrial battery charger have?<\/h3>\n
A common requirement is 1% rms or less with the battery disconnected. Sensitive electronic loads may need lower values. Always specify and test with the battery disconnected.<\/p>\n
Talk to an industrial battery charger manufacturer that designs its own<\/h2>\n
EPC Energy has designed and manufactured industrial rectifiers and battery chargers<\/a> since 1977, for 24 V to 220 V DC systems and currents from tens to over a thousand amperes. Recent projects include a 145 V DC, 700 A modular rectifier system for a marine application in Greece and a 48 V, 360 kW DC power and backup centre in the Netherlands. See our projects<\/a> or read what tailor-made engineering actually means<\/a>. Send your battery data and requirements to epcas@epcas.com.tr<\/a>.<\/p>\n
- Engineering proposal.<\/strong> We propose a topology, ratings and bill of materials, with a clear list of any deviations from the specification.<\/li>\n
- IU0U<\/strong>: constant current, then constant boost voltage (U0) for a set time or until current falls below a threshold, then automatic return to a lower float voltage (U). The animation shows this profile.<\/li>\n
- Isolation transformer<\/strong>, which steps the voltage and provides galvanic separation between the AC network and the DC system. Most industrial specifications require it.<\/li>\n