Month: October 2026

In general, the manufacturer is responsible for designing and building the battery to meet the applicable EU requirements and for the supporting documents; the importer must check that those documents exist and that the product carries the required marking and identification before placing it on the

One long pack is often simpler: fewer connections, one BMS, one charger lead and a cleaner installation, if the vehicle has a bay of the right length. Two smaller packs in parallel are easier to handle and fit in tighter spaces, but they add wiring and need matching. Redway lists a long 48V pack wit

Match each option to a fleet problem. Bluetooth and an app help technicians read charge and faults on site; 4G and GPS help when carts spread over a large area and remote status matters; an LCD gives staff a quick reading; self-heating suits cold sites. Redway lists these and others, such as RS485,

Collect inputs in seven groups before building any model: purchase cost, energy, labour, changeovers and spare batteries, charging infrastructure, battery life and replacement timing, and downtime. Use your own records for each line, state the source, and run base, low and high cases. Our payback ar

Agree a written protocol before any hardware is connected: bit rate, message identifiers, data content and scaling, update timing, a heartbeat, and what the truck must do on each alarm. Redway lists CAN-bus and RS485 on its forklift packs, but the exact message set is agreed per project. Exchange th

Size from energy, not from the old label. Measure kWh used per truck per shift from charger records, add a reserve, then divide by the battery’s nominal voltage to get amp-hours and check the result against the voltage your truck needs. Compare it with real pack sizes, then confirm fit and weight wi

Use one short log with the same fields for every fault, filled in at the cart before anything is changed. The core fields are cart and pack serial numbers, date and time, hours or mileage, what the driver saw, the battery’s displayed charge and voltage, any alarm code, charger used, ambient conditio

The old voltage gauge was built for lead-acid and reads LiFePO4 badly, because lithium holds a flat voltage over most of its range. Choose a display that takes its reading from the battery management system: an LCD on the pack, a Bluetooth app, or a communication link to the cart’s display. Redway l

A burn-in or aging test runs the finished pack under controlled charge and discharge so that early faults show before shipment. A useful record shows the pack serial number, the date, the readings taken (voltage, current, temperature, capacity), any BMS alarms, and a clear pass or fail against limit

UN 38.3 is the transport test section of the UN Manual of Tests and Criteria. The test summary is a short document, issued by or for the battery manufacturer, that shows a battery type has passed those tests. Manufacturers and distributors are expected to make it available on request, and carriers a

In an OEM project the buyer supplies the specification and often the design, and the factory builds to it under the buyer’s brand. In an ODM project the factory supplies the design, and the buyer adds its brand and sometimes changes. Ownership of drawings, BMS firmware and tooling is not automatic i

Base spares on your own swap rate and the time it takes to replenish. Spare stock is roughly the swaps you expect during the replenishment time, plus a safety margin for a bad month. Replenishment time is production lead time plus transit and customs; Redway’s catalogue pages list about 20 days for