Tesla has released documentation on the 48 volt battery architecture for

Tesla has released documentation on the 48-volt battery architecture for third-party car manufacturers

There is also space for classic 12-volt car batteries in Tesla electric vehicles with their huge, spacious traction batteries, because they are responsible for the self-sufficient power supply of many on-board systems. Tesla promised to move to 48 volts when releasing Cybertruck pickups and is now ready to share its developments in this area with third-party automakers.

    Image source: Tesla

Image source: Tesla

Jim Farley, CEO of Ford Motor, from the social network X thanked its owner and boss of Tesla, Elon Musk, for providing documents on the transition to a 48-volt electrical system architecture for vehicles. In addition to the possibility of increasing the power consumption of the on-board devices, such a migration also enables savings in cabling, as the cable cross-section can be reduced. The amount of wiring is reduced and at the same time the weight of the vehicle is reduced, which is important for an electric vehicle. However, manufacturers of cars with internal combustion engines can carry out this migration in the same way.

The main problem with expanding this idea is the need to radically reform the entire infrastructure for the supply and production of automotive electrical components. Tesla can afford to produce 48-volt batteries on a small scale, but they will still be more expensive than the more widely available 12-volt batteries. It will be years, if not decades, before the entire automotive industry decides to switch to 48V.

By the way, this is not the first such migration in its history. At some point before the 1950s, 6 V was considered the standard voltage, and it was only in the 1960s that the mass switch to 12 V began. Tesla itself had already made another switch beforehand, favoring the traditional lead-acid batteries with a voltage of 12 V of lead-acid batteries with a voltage of 12 V abandoned more compact lithium-ion. At least the company achieved an extension of the service life of the service battery of its electric vehicles, as classic lead-acid batteries lasted an average of four years. Although such a replacement did not take into account the peculiarities of the operation of lithium-ion batteries at subzero temperatures, electric vehicle manufacturers still need to solve the associated problems due to the use of traction batteries of a similar composition.

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Dylan Harris

Dylan Harris is fascinated by tests and reviews of computer hardware.

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