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22 The Official Daily Tag 4 – Freitag 15 November 2024 Automotive In his opinion it should not be forgotten that working in the higher voltage range also has its challenges “With electrical designs attention must be paid to electrochemical migration the risk of corrosion due to continuous loads and arc detection protection in the event of short circuits ” Adlkofer adds In addition there would be interference between 12 Vand 48 Vpower sources communication and sensor areas which could make it necessary to physically separate cables and wiring harnesses Adlkofer is therefore convinced that the introduction of a 48 Vvehicle electrical system will take place gradually as new architectures are introduced by different OEMs over time “Many companies are waiting for costs to fall as volumes increase and for the system cost savings to pay off in terms of cable harnesses performance increases weight reduction reduced cooling requirements and space savings ” 48 Venables more power at lower currents Clara Otero Senior Director of System Innovations at NXP Semiconductors sees the switch to 48 Vas a necessary step to reduce costs and meet the increasing computing requirements of softwaredefined electric vehicles Applications such as automated driving or highend entertainment require more power which can be provided more efficiently with 48 V With 12 Vhigher currents would have to flow which nobody wants Otero “48 Vdelivers more power at lower currents which means less heat less wear and tear and thinner cables Nevertheless some control units must still operate at 12 Vas this is more costeffective ” And Paul Klausner Marketing Manager Automotive Power at onsemi is convinced that the entry hurdles for 48 Vare currently quite high simply “because the ECUs on microcontroller boards always expect 12 Vand because a complete simultaneous redesign of all systems would be rather unusual and expensive ” With the introduction of more and more BEVs however onboard electrical system architectures are on the move again - the end is open “Tesla has its reasons” Pietro Scalia Senior Director at Renesas Electronics observes that Tesla wants to use the 48 Vsystem not only in the Cybertruck but also in the Optimus robot and in their future electric vehicles In his opinion there are good reasons for this This starts with the fact that changing from the 12 Vleadacid battery to a 48 Vlithiumion battery facilitates higher power density a smaller form factor and could even lead to the use of Tesla’s own batteries In addition there are reduced energy losses thanks to lighter more costeffective cables “The new battery improves cell performance service life and safety and can be easily integrated into electronic systems ” says Scalia This technology is not only suitable for electric vehicles including two threewheelers but also for combustion engines and hybrids And Scalia also points out that 48 Vis not new the fact that it is now being increasingly favoured is simply because many more electronic systems are being used in vehicles “so the current 12 Vleadacid battery system would have to deliver considerably more power possibly up to 10 kW ” says Scalia And with 48 Vthe current is reduced by a factor of 4 Scalia insists that in the long term it would make sense to completely do away with the 12 Vbattery in electric vehicles And since in his opinion the majority of vehicle production will consist of BEVs from 2025 he thinks the days of 12 Vare probably numbered Apotential turning point Andreas Mangler Director Strategic Marketing at Rutronik believes that the omission of the 12 Vbus in the Tesla Cybertruck could be a turning point in the vehicle architecture of electric vehicles BEVs The 12 Vsystem was the standard for a long time but growing demands for efficiency and performance are pushing the switch to 48 Vsystems in his opinion The changeover had been seen as expensive and complex until now but this could change with greater availability of 48 Vcomponents Mangler believes that the 12 Vbus is becoming less important for BEVs while it remains viable for plugin hybrids and vehicles with combustion engines – at least for the time being The proportion of 12 Vapplications particularly for incar heating air conditioning and assistance systems is falling in favour of 48 Vsystems Nevertheless 12 Vwill remain relevant for lighting and infotainment The proportion of 12 Vcomponents in new cars is currently 40 to 60 percent but will continue to decline The integration of DC DC converters could offer a way for 12 Vconsumers but would involve higher costs and effort OEMs have to consider whether a complete switch to 48 Vis more economical in the long term Mangler “The background to this is the necessary decentralised PoL DC DC converters that have to be used in control units in order to provide 12 5 3 3 or 1 8 Vvoltage With galvanic isolation the PoL solution may be even more expensive In addition suitable protective measures and filter measures against interference in the 48 Vvehicle electrical system must be taken into account as a precaution These are important aspects when analysing overall costs ” The market is very interested in the new architecture STMicroelectronics emphasises that although the transition to a 48 Vbus system brings with it many of the advantages already described but also poses technical challenges The wellknown advantages are particularly important for BEVs which ST believes should therefore be the first to switch completely to 48 V Other mobility platforms could remain with the 12 Vsystem for the time being From ST’s point of view the limited availability of components for 48 Vsystems is a hurdle which could lead to higher costs in the initial phase Car manufacturers must therefore weigh up savings against upfront investment – although ST points out that interest in this new architecture is high among many direct customers 12 Vwill not disappear completely Donovan Porter General Manager and responsible for body and lighting at Texas Instruments believes it is unlikely that 12 Vsystems will disappear completely since a number of different vehicle types including BEVs would not benefit greatly from a move away He adds that OEMs however can switch to 48 Vas the corresponding components such as batteries semiconductors and motors are now available Porter “Electric vehicles facilitate the introduction of 48 Vby eliminating the generator and utilising DC DC converters for voltage conversion ” Applications with high power requirements such as power steering or brakes benefit particularly from 48 Vbut “12 Vwill still be needed until the entire supply chain has managed the switch to 48 V ” says Porter And in conclusion “The biggest advantage of 48 Vis the reduction in cable size weight and costs ” st Bild N XP Sem iconductors Pietro Scalia Renesas “The changeover to a 48 Velectrical system in BEVs has been delayed due to the general market downturn However several manufacturers in North America and some key suppliers in Europe have presented plans to develop a 48 Varchitecture that will be implemented in future vehicle models ” Continued from Page 1