The BYD Original GB/T DC to AC Charging Adapter is a compact in-line adapter that seats in the vehicle's GB/T DC socket and delivers a 220 V AC output at 16 A or 32 A for the equipment you bring with you. It latches into the car port the same way the charging gun does, and it is small enough to live in the boot between trips. As an EV charger adapter its job is narrow and clear: it changes the shape of the connection between the car and the load you want to run, and it does not touch the vehicle's own charging system.
One part covers the whole fitment list, which keeps a dealer's shelf simple. Dealers, accessory shops and workshops stock it because it answers a question DM-i owners ask as soon as they take the car somewhere without power — and because it is a small, fast-moving line that rounds out an EV charger supplier's adapter shelf. Drivers buy it for camping weekends, work sites and roadside stops where there is no socket within reach.
Where the output comes from. The adapter takes energy already stored in the vehicle's high-voltage battery through the GB/T DC socket and returns it as 220 V AC at 16 A or 32 A. Nothing is generated along the way, so usable runtime follows the car: a battery at a healthy state of charge and a pack at normal working temperature gives you more time than one that has just been driven hard. Plan the session around the vehicle's remaining range, not around the adapter's rating on its own. It does not charge the car, and it does not charge it faster. This is the misunderstanding we correct most often. An ev charger adapter of this type is not a charging device: it never adds range, never starts a charging session, and cannot raise the rate at which the car accepts power. On a Song PLUS DM-i or an All-New Tang DM-i, charging runs through the vehicle's own AC charging path and the wall box or station feeding it, and the rate is set by the onboard charger and by what the station can supply. If a customer is shopping for faster charging, this part is not the answer, and no setting on the car will turn it into one. Load planning at 16 A and 32 A. Add up everything that will run at the same time instead of checking appliances one by one, and keep the total inside the rating you are using. Motor-driven loads — a small compressor, a pump, a power tool — pull a surge in the first second, so leave headroom rather than loading the adapter to its limit. If the total lands close to the rating, run the heavy item on its own. Outdoors and in rain. We do not publish an IP rating for this part, so treat it as dry-weather equipment and set customer expectations the same way. Connect it under cover — a garage bay, an awning, the sheltered side of the car — and keep the plug body and contacts clear of standing water and wet ground. If rain catches you mid-session, switch the load off, disconnect, and let the contacts dry before the next use; wiping them with a cloth that leaves lint behind does more harm than the damp. Never wrap the adapter in a bag or a jacket while it is running, because the housing sheds heat through its surface. When the point is permanently outdoors. Tell us if the adapter will live on an outdoor post or at a site that sees regular rain, and we will point you to a part built for it. The integrated charge-discharge gun in the same range carries IP55 with the same 220 V AC / 16 A GB/T output, and the 5 kW DC V2L discharger covers CCS1, CCS2 and NACS vehicles at IP32. A dry-weather adapter installed where it will be rained on becomes a support case later, and it is cheaper to specify the right housing first.
| Product type | DC-to-AC charging adapter, in-line |
| Model / part number | DCA-AC-001 |
| Input | DC 200 V, 16 A / 32 A |
| Output | AC 220 V, 16 A / 32 A |
| Rated voltage | 250 V |
| Current ratings | 16 A and 32 A |
| Vehicle interface | GB/T DC socket, notched face |
| Certification marking | CE |
| Housing | Black angled body with press-release latch |
| Contacts | Multi-pin metal contacts |
Every unit is marked DCA-AC-001 on the body, and the same number is used on the factory packaging. When you are replacing a part rather than adding one, order from the number on the old unit and send a photo of the label — a number copied from an old invoice or a workshop note is the most common source of a wrong order. The word 'Original' in the name identifies the part family these vehicles were delivered with; it is not a statement of manufacturer authorisation, and we do not describe it as one. If you need documentation for a tender, a customs file or a dealer catalogue, ask and we will send what the ev charger manufacturer issues for the batch. That check is also why we can tell a distributor whether a batch matches the part already on their shelf, and it is the step that catches most substitution problems before an order ships. Check the label and the socket shape before you order — the two are sold into the same accessory category and get confused constantly.
We are a trading company rather than a manufacturer, and what we put behind every order is the supplier network we work with: we match your specification, certification and target-market requirements to the right partner factory, then consolidate the full order into one shipment so you deal with a single contact from quotation to arrival. That structure also lets us act as your second supplier when you want to reduce dependence on a single source. Sourcing, pre-shipment inspection, OEM and private-label coordination, export documentation and after-sales follow-up all sit with our team.
Anything that expects a 220 V AC supply and stays inside the adapter's 16 A or 32 A rating — lights, a kettle, chargers for cameras and power tools, small cooking appliances. Add up the draw of everything running at the same time rather than checking each item on its own, and give motor-driven tools extra headroom for the surge they pull in the first second.
No. It takes power out of the vehicle and gives you AC at the other end; charging still goes through the car's own charging cable and the wall box or station you normally use. The adapter does not add charging power, does not speed a charge up, and cannot change what the car or the station is able to deliver.
We do not publish an IP rating for this part, so plan on dry-weather use: connect it under cover, keep the socket and contacts out of standing water, and do not leave it plugged in during rain. If you need something weather-rated for a fixed outdoor site, tell us the conditions and we will point you to the right item in the range.
No — we are a trading supplier working with partner factories in China. For this adapter that means every batch is checked back against the factory's current build before we confirm it, and the number on your old unit is what we match against. It also means the rest of the charging range can be quoted on the same order.
They do different jobs and you would not use them together. A Tesla to J1772 adapter changes an AC charging connection at the charging end; this adapter works at the vehicle's DC socket on a BYD DM-i and produces AC output for equipment. Keep each one for its own job and there is no conflict.
Yes, if the aim is to run equipment from a BYD DM-i. A J1772 to Tesla adapter is an AC charging accessory for a different car and a different purpose, and it will not connect to this vehicle's DC socket. The only thing the two share is the word 'adapter'.
