42V Mkt. and Enabling Technologies Vol. 1 - Excerpt


Purpose: Determine the viability, implementation, and timing of the transition to 42-volt and other power supply systems for automotive applications.

Executive Summary

The global auto industry intends to replace the 12V battery and electrical system with a 36V battery and electrical system for standard cars and light trucks over the next decade.

  • Electric and Hybrid cars require and additional, higher voltage and battery.
  • A charged 42V battery can propel a car about 15km.
  • Driving forces vary by geographic market:
  • Europe needs improved fuel economy and lower emissions.
  • Japan needs improved fuel economy.
  • North America needs higher capacity alternators to service increasing electrical loads from body electronics and accessories, and improved fuel economy for large sport utilities and pickups.
  • Tractor-trailers need higher capacity alternators for increasing numbers of running lights.

Although North America has a larger need for electrical loads now, Europe is close behind but focused on chassis electronics, such as active suspension and electric brakes.

Vehicle electrical system capacity and demand has doubled over the last 20 years and continues to increase 5% annually.

  • Today's charging systems are close to their practical and feasible limits.
  • The integrated starter-generator (ISG) is a breakthrough invention the enable 42V systems.
  • All new engines will incorporate ISG.
  • Retrofitting existing engines with ISG is an additional opportunity.
  • Global standards will specify 14V and 42V characteristics, hardware and software.
  • A standard 42V system architecture is not yet apparent
  • Dual 42V/14V system architecture will be used initially. A variety of 42V/14V system architectures are being considered.
  • Not all systems will be able to operate from higher voltages, especially filament lamps, integrated circuits and small motors.
  • Pulse width modulation (PWM) can substitute for a 14V bus.
  • Transient protection will be centralized at the battery/ alternator/ bus management control point to eliminate redundant power conditioning within each ECU.

Potential cost benefit of 42V is best realized when many systems are implemented and only a 42V battery is used.

  • This may be impractical for conversion of low line vehicles unless initially designed for 42V use.
  • Successful 42V suppliers will offer solutions that reduce overall system cost.
  • Each component and system must be examined for compatibility and cost savings.
  • 12V fuses, for example, fail to quench at 42V.
  • Doors, for example, may use a local 3-wire bus to each motor and sensor.

The market will develop first in Europe.

  • Because Europe is leading this development, systems that are initially developed there will become the basis for more widely used systems later on. Whereas North America is largely uncertain as to what driving forces require 42 volts, European manufacturers will employ the integrated starter/alternator with stop/start to improve fuel consumption.

During the lengthy transition period there will be considerable pressure on cost reduction of initial systems.

The industry is looking for turn-key system solutions. Systems include 42V power management, wiring harness, multiplexing, seats, lighting, windows. Components include fuses, transient protection and power switching, exhaust treatment, motors. To meet this profile may require development of new products and capabilities, acquisition of these items, or strategic partnering.

  • North America- Electric air conditioning has to be more efficient. How to retrofit 42V into large engines so as to avoid major retooling?
  • Europe- Changeover costs of retooling engines and components. Make electric air conditioning more efficient.
  • Japan- With Hybrid vehicles, should they forego 42V? Use the starter alternator to generate a much higher voltage, and run the rest of the car from 12V?

Smaller suppliers may have to partner with a strong electronic equipment suppler to Europe, such as:

  • Delphi: Major commitment to 42V as a way to gain market share in Europe. Actively buying suppliers whose customers lie outside of GM. Delphi Packard Electric is the division most likely to lead the drive to gain market share. In many accounts, if Delphi could become an approved global supplier, then every division would have an opportunity to become an approved vendor.
  • Visteon: Great breadth of technology, no wiring harness, expending great effort to market outside of Ford. Plan to go public in July 2000. Will have the same set of pressures that Delphi has- need to become a global supplier in order for each division to have an opportunity to become an approved vendor.
  • Seimens joined VDO's Automotive Unit to become Atecs. Atecs supplies engine controllers to an increasing number of GM engines.
  • Motorola: largest suppler of integrated circuits to automotive, strong in modules.
  • Magnetti Marelli: strong in Europe. Trying to find new technology.
  • Thompson: major supplier of automotive circuits, especially custom analog.
  • Bosch: major supplier of alternators. Strong in fuel injection, ABS, Controllers.

 

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