Name: LiFePO4 24V 120AH LITHIUM BATTERY
SKU: DCS-24V-120AH
Price: 1799.00 EUR
Availability: OutOfStock

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LiFePO4 24V 120AH LITHIUM BATTERY

€ 1,799.00

The DCS 24V 120Ah Lithium Ion Battery is a robust and high-capacity power solution designed for demanding applications that require reliable, long-lasting energy.

Ideal for a wide range of high-demand applications, offering significant advantages in performance and reliability.
Utilises DCS 3.2V 5.0 – 22.0Ah Cylindrical LFP cells, known for their stability and longevity.
Equipped with DCS BMS and Active CMS for over/under voltage, over current charge/discharge, and low/high-temperature protections.
Capable of a maximum discharge current of ≤150A, suitable for high-power needs.
Meets Military Standards 810G vibration testing.
Encased in an ABS flame-retardant plastic case for enhanced safety and durability.
Weighs 26.10 Kgs and measures 520mm x 238mm x 217mm.
Operates effectively in a temperature range from -25°C to 80°C.
Offers exceptional cycle life with 4000 cycles at 100% Depth of Discharge (DOD), maintaining ≥ 80% capacity retention at 25°C.
Backed by a 4-year warranty, emphasising its reliability and quality.

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SKU: DCS-24V-120AH Category: LiFePO4 Lithium Batteries

Description
FAQ
BMS & CMS
How to Wire Batteries Correctly

Description

The DCS 24V 120ah lithium battery (LiFePO4) is engineered to meet high-capacity power needs with its robust specifications and advanced technology. With a nominal voltage of 25.6V and a capacity of 120ah, this battery excels in delivering efficient power management. The casing dimensions are optimally designed at 520mm x 238mm x 217mm, and the unit weighs 26.10 Kg, making it sturdy yet manageable for various installations.

This battery operates within a cycling voltage range of 23.0V to 29.2V, with a charge voltage between 28.6V and 29.2V, and maintains a float voltage of 27.0V. It supports a maximum charge current of 100A and a recommended charge current of up to 80A, while the maximum discharge current reaches up to 150A. It incorporates DCS’s active cell management system, which protects against over/under voltage situations, excessive currents during charge/discharge, and extreme temperature conditions.

Manufactured using DCS 3.2V 20ah cylindrical LFP (LifePO4) cells, the battery ensures longevity with a cycle performance of 4000 cycles at 100% Depth of Discharge, maintaining at least 80% capacity retention at 25°C. It is built to last, featuring IP54 ingress protection and operational capabilities in temperatures ranging from -25°C to 80°C. Terminal connections are top-mounted with M8 stainless steel/copper, and the battery can be connected in parallel with up to 10 units. DCS supports this product with a 4-year warranty, underscoring its reliability and efficiency.

Unleash the potential of your power system with DCS’s 24V 120ah LiFePO4 battery – your reliable source for advanced energy solutions.

Specifications:	-
Nominal Voltage	25.6V
Nominal Capacity (1Hr)	120Ah
Case Dimensions (L x W x H)	520mm x 238mm x 217mm
Weight	26.10 Kgs
Cycling voltage	23.0~ 29.2V
Charge voltage	28.6 ~ 29.2V
Float Voltage	27.0V
Maximum Charge Current	100A
Recommended Charge Current	≤80A
Maximum Discharge Current	≤150A
DCS BMS (internal)	DCS active cell management system, over/under voltage, over current charge/discharge, low/high temperature protections, satisfies the AS/NZS 3001.2:2022 lithium battery standards
Cell Chemistry	DCS 3.2V 20Ah Cylindrical LFP (LifePO4)
Cycle Performance	4000 Cycles @ 100% DOD ≥ 80% Capacity Retention @ 25°C
LCA	1000
Ingress Protection	IP54
Case	ABS (flame retardant plastic)
Operating temp Range	-25°C to 80°C
Terminals	Top Mount M8 Stainless steel / Copper
Parallel Connections Only	Up To 10
Warranty	4 years
Certifications	UN 38.3, UL 1642, IEC 62133 & 62619, CE

DCS High Performance 2C Charge & Discharge Curves

Charge Curve

DCS High Performance 2C Cylindrical Cells

Discharge Curves

Voltage (V)

Capacity (%)

Voltage (V)

Capacity (%)

DCS Bluetooth Technology powered by DCS LFP, this APP is only for DCS LFP batteries which is based on BLE 4.0 technology.

DOWNLOAD APP (DCS LFP)

This App provides comprehensive monitoring for DCS LFP batteries, including:

SOC%
Time Remaining
Battery Pack Voltage, Power & Current
Battery Management MOSFET Temperature
Individual Cell Status with balancing indicators.
Connectivity distance up to 10 meters.

Available on Android & Apple Devices

GET IT ON

Google Play

Available on the

App Store

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PRODUCT RANGE

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Lithium Car Battery

lithium trolling motor battery

AGM LEAD ACID BATTERY

LITHIUM STARTER BATTERY

12V LAWN MOWER BATTERY

LITHIUM MOTORCYCLE BATTERY

lithium polymer battery

12 volt power supply

24v battery pack

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FAQ

Cell Safety Info - Why LiFePO4 (LFP)?

Lithium Ferrophosphate (LFP) is a flame retardant, stable, safe and proven cell chemistry that has a very good energy density around 325 Wh/L. This cell chemistry can be engineered for various applications by adjusting the ratio of elements to provide high performance characteristics. E.g. the DCS marine battery range runs 2C cells, which means our little 75Ah battery will discharge comfortably at 75Ah x 2C = 150A. The DCS 80Ah Extreme runs 10C cells which means the 80A can comfortably discharge at 80Ah x 10C = 800A but is of course limited to lower currents due the the Battery Management System.

LFP also has very good cycling durability between 2,000 ~ 12,000 cycles can be achieved depending on how well the cells are managed, and the lowest rate of capacity loss (aka greater calendar-life) compared to other lithium cell chemistries.

Why You Cannot Use A Vsr Between Two Different Batteries Capacities & Chemistries?

Battery cells are simply a bunch of resistors with the ability to store energy. A 100Ah battery pack has a different resistance characteristic compared to a 50Ah battery pack, that theoretical difference in resistance is 2:1. So if you connect a 100Ah battery in parallel to a 50Ah battery there is no way for these two batteries to equalise and therefore you can’t charge them correctly. So for example connecting a 60Ah calcium starting battery to a 120Ah AGM via a VSR (Voltage Sensing Relay) you cannot charge both batteries correctly and from that day onwards you are prematurely destroying both battery packs. Same theory applies with lithium’s it’s still a battery pack.

What’s the solution? A DC-DC charger, you now have a permanent point of isolation (meaning that both batteries are never connected to each other in parallel). The DC-DC charger takes the surplus power from battery A (engine) and chargers battery B (aux/house). This device now allows any battery capacity and or chemistry to be used.

What If Both Batteries Are The Same, Can I Run A Vsr Between Exactly The Same Two Batteries?

Yes you can, but lithium’s have a different voltage curve, so you would still need to use a programmable VSR to dial them in correctly. You would also need to ensure the batteries are programmed to never exceed a 10%SOC variance, any larger and you risk damaging the BMS's. These devices also draw a lot of power when engaged to so it’s best to run the two batteries in permanent parallel and run a load disconnect instead of a VSR.

The Advantages Of The Lithium Battery Cell Chemistry

Lithium battery cells have a super low resistance so are very easy to charge and very efficient. This level of efficiency means you can charge them at very high C rates. For example if you look at the charge rate of a 100Ah AGM battery the recommended charging current will be around 25A, which is a 0.25C charge rate. If you consider the DCS 12V 100Ah Lithium battery it can be charged at up to 70A which is a 0.70C charge rate. This means you no longer need to consider DC-DC chargers as you can connect our batteries directly to high power charging devices such as suitable alternators, or large buck boosters. For example our popular dual 90Ah battery system for boats and 4WD vehicles, can be connected to alternators up to 160A.

Why Can DCS Batteries Be Connected In Parallel Without Any External Communication System?

Because our batteries are internally voltage regulated and because our BMS has such a high sustainable peak discharge current they will do an amazing job of equalising very quickly.

Configuring Battery Systems Correctly in Parallel

When expanding battery packs in parallel to achieve larger capacity battery banks, does not mean that the charging and discharging capabilities are simply added together. For Example;

Considering 2 x DCS 12V 75Ah batteries connected in parallel, to make a 12V 150Ah battery bank. These batteries have a recommended charging current of 50A. So that would be 50A + 50A = 100A with two batteries in parallel. However you always have to work on a 20% safety margin for parallel connections, especially as batteries age over time. So it would be 100A less 20% = 80A. So it would be safe to configure chargers to a maximum of 80A.

The same 75Ah batteries have a maximum continuous discharging power output of 150A. So it’s 150A + 150A = 300A less 20% = 240A. 240A x 12V = 2.9kW. So for example these two batteries would be suitable to support a 3000W inverter.

Considering 2 x DCS 12V 180Ah batteries connected in parallel. Maximum charging current is 60A + 60A = 120A less 20% = 96A. It would be safe to configure chargers at a maximum of 96A.

The same 180Ah batteries have a maximum continuous discharging power output of 180A. So it’s 180A + 180A = 360A less 20% = 288A. 288A x 12V = 3.5kW. So for example these two 180Ah batteries would be able to support a 3500W inverter.

The same formula applies for 3 or more batteries connected in parallel. In the case of our 180Ah batteries it would be 60A + 60A + 60A = 180A less 20% = 144A for maximum safe charging. 180A + 180A + 180A = 540A less 20% = 432A for maximum continuous discharge. 432A x 12V = 5.2kW. So these three batteries could support a 5000W inverter.

What Happens If I Fully Discharge My Battery To Empty?

The BMS will emergency open circuit the battery terminals to protect the cells. This means there is no longer any resistance in the system. The BMS needs a 12V supply with at least 1A of current to release and wakeup from a cell emergency protection state.

Most mains chargers with a lithium profile will do a slow recovery charge as will most solar regulators. Some chargers on the market today that are advertised as ‘lithium’ compatible still don’t have the firmware to do a slow recovery charge to release BMS’s. If you have a charger that will not wakeup the BMS, easiest way to wake it up is to connect a unregulated solar panel directly to the battery terminals, ensure all loads are disconnected before you do this. Having said that every system should have a suitable low cut off voltage to shutdown loads/accessories so that the batteries are not fully drained.

"Batteries cannot be left flat/empty, if the low voltage cutoff is triggered the battery pack should be fully charged as soon as possible. If access to a suitable charger is not possible, disconnect all loads from the battery terminals. The warranty will be void if the battery pack has been left in a low voltage cutoff state for longer than 14 days."

Most important thing is to isolate everything from the battery terminals, as cables/loads connected to the terminals causes more power drain as the FET gates have to remain closed to cull the accessory standby loads connected to the battery pack + offset BMS standby power consumption.

Battery Monitor Settings

Use the Following Settings:

Charged voltage 14.0V
Tail current 4%
Charged detection time 1min
Peukert 1.05
Charge efficiency 98%
Current threshold 0.1A
C rates: refer to the battery pack capacity

What Is The Best State/charge To Store These Batteries ?

Fully charge to 100% isolate everything from the terminals and leave for max 3 months and then cycle (fully discharge and fully charge) and leave again for 3 months etc…. Minimum 4 cycles per year to not effect the cells capacity.

What Soc Do Modern Smart Alternators Typically Charge Batteries To?

The reason many factory batteries fall over after 9/12 months is because modern/smart alternators typically drop the alternators voltage output to 13.5/13.6V. This voltage is not high enough to charge wet/calcium/lead acid batteries so from the getgo they are destined to fail prematurely. They are typically under charged to around ~80%SOC at these voltages.

So what happens when DCS Hybrid batteries are connected to smart alternators? Exactly the same thing they get charged to around the same 80%SOC. However because LFP has no memory effect that's perfectly fine. By only charging to 80% you are further improving the service life of our batteries. It's no not necessary to charge our batteries over 80%SOC. The only advantage is that you give the BMS a chance to detect full charge voltage and calibrate the SOC readout. So try to plug into mains once a week to fully charge your batteries, especially if your not running any fixed solar supply.

Recommended Charger Settings For Dcs 12v Batteries

Bulk: 14.4V
Float: 13.5V

SOC% Out - How to Reset?

When the battery pack is discharged down to 11.50V the BMS resets to 0%SOC and now is placed in a relearning state - the pack must be fully charged continuously without stopping to calibrate again. Charge it on a mains charger to 14.60V.

Depending on the usage pattern, best to fully cycle the batteries once every 3 months to give the cells a refresh. To fully cycle a 12V pack discharge to 11.50V and charge to 14.60V.

BMS & CMS

Designing lithium batteries is not only our bread and butter at DCS; we are so passionate about this safe, stable, robust, and high-performance cell chemistry that we decided to create our own line of Battery Management System (BMS) and Cell Management System (CMS) in 2015.

DCS BATTERY MANAGEMENT SYSTEM:

What was the goal? We started this project because all of the basic Chinese-designed BMSs are just protection boards, and it's difficult to call them a BMS when they don't do any cell balancing or provide any programmability for various parameters and cell control. Many of the Battery Management Systems we tested used poor PCB engineering design techniques and components. That meant that pushing above 100A was nearly impossible, and reliability was also questionable when using those Battery Management Systems.

In a nutshell, the design had to be tough and dependable for those who would use them in the field, with no room for error. Construction materials, coatings and surfaces, and assembly techniques are all important considerations when designing a reliable system. We assessed the expertise of all major leading manufacturers in Europe, Japan, the United States, and Korea after submitting our brief to them all. We ended up working with a leading and well-known Japanese semiconductor manufacturer.

ABOUT US

OUR PRIMARY BMS OBJECTIVE WAS TO CREATE A

HIGH PERFORMANCE 200A BMS THAT COULD DO

Continuous operation at 200A using high-quality components
To have a minimal temperature increase at peak output current (these circuit boards are installed inside battery packs, they limit internal heat build-up that is crucial for the long life of the battery cells).
Designed for engine cranking applications, as it must deliver a minimum of 1200LCAs for 10 seconds (due to the limited voltage drop with suitable lithium cells, it is very easy to crank over modern engines). Most engines start in less than a second, so 10 seconds is plenty. CCAs do not apply to lithium batteries because this standard was designed for lead-acid batteries and required 30 seconds of cranking amps. When a lithium battery is controlled by a BMS, the correct terminology is LCA, which stands for Lithium Cranking Amps and is based on delivering 10 seconds of cranking amps.
Suitable for use in high-temperature applications such as engine compartments. It will be stable up to 180° C.
Comes with Bluetooth and WiFi connectivity to create a comprehensive app platform
MIL vibration standards are met (to open up the development of batteries for any application).

THIS IS TYPICAL CHINESE 100A 4S BMS DESIGN

THE DCS 4S 200A BMS

After three years of development, we were pleased with the circuit board stress testing and released the first batch of our newly developed BMSs across our entire 4S (12V) and 16S (48V) battery range in early 2018. Simultaneously, we hired an app development team to begin work on the software integration for our first app platform. In OCT 2019, the first GEN1 BLE DCS BMSs with Bluetooth chips were released. Our GEN2 BMSs were released in mid-2020, along with a more stable app platform with a new design scheme, after much tweaking on the hardware and software fronts. Our most recent GEN3 BLE BMSs were released in JAN 2021. The DCS LFP App monitoring system's accuracy and stability are now very mature and refined. Some new features have been added, including the ability to create custom battery names. With our comprehensive BLE DCS LFP App platform, we can produce our DCS BMS technology in any continuous rating range from 10A to 200A.

DCS CELL MANAGEMENT SYSTEM

It made no sense to combine the cell balancing system with the BMS after developing such an industry-leading and dependable BMS. So, based on our extensive experience designing and maintaining lithium batteries, we created a stand-alone CMS to complement our BMS. CMS? What? OK, so in the lithium world, there are two 'theories' of cell balancing: passive and active. Passive balancing is a low-cost, ineffective method of cell management that can cause resistors to burn in an attempt to bleed cell strings. Active cell balancing, on the other hand, is a more complex and efficient balancing technique that redistributes charge between battery cells during charge and discharge cycles.

Two Major Drawbacks to Passive Balancing

Heat: We don't want excessive heat to accumulate inside a battery pack. The less internal heat there is, the less impact the battery cells have over time. Resistors have a finite service life, and if they fail, the game is over because you have no cell management. However, they can fail in such a way that they continue to draw power and eventually destroy the cells.
Active balancing is the only way to manage lithium cells accurately. There are numerous ways to design an integrated circuit (IC) that actively manages cell strings. Over the years, DCS has tested well over ten different methods of active balancing ICs and, in the end, decided to develop our own active management circuit boards with the best-combined techniques based on our stress testing. Max, our in-house PCB design engineer, created our circuit boards to meet the following criteria;

High current flow (our latest boards now achieve 3.7A dynamic movement per channel)
Thermal management ensures the boards' dependability in harsh environments.
To ensure long-term reliability, be able to withstand maximum current and thermal loads.
Fail-safe design ensures that if any component fails, the battery pack is not compromised (it does not consume power from the battery cells).

We design all our own PCB hardware and the circuit boards are tested to withstand a minimum of 10 years of severe abuse. This video is the MIL-STD 810G Method 514.6 which includes 4 procedures for different modes of vibration.

THE DCS 16 CHANNEL CMS

There are some other software features and parameters that we cannot reveal to the public on this page, as well as some very fancy hardware. However, our latest 04-channel and 16-channel CMS's can easily manage up to 1000Ah battery banks. So, for example, if you wanted to use our 16 channel CMS's, you could run a 51.2V 1000Ah single battery pack, which means 51.2kWh in size! The DCS 15kWh batteries are just shy of 300Ah in capacity, so you can imagine how closely these batteries are monitored by CMS, which is why we back them with a 10-year / 80% capacity warranty. The DCS 16 channel 59.2A active cell balancing system is so effective that it will change the battery storage market forever. With this system, the lithium market will continue to dominate for the foreseeable future. All DCS batteries now include both our BMS and CMS circuit boards.

How to Wire Batteries Correctly

HOW TO WIRE BATTERIES CORRECTLY

Click Here to Download the Victron Battery Wiring Guide

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