1、Automotive 48-volt Technology Close to reality: the series launch of the 48-volt power system ABOUT AUTOMOTIVE ABOU ABOUT STYLE ABOUT S ABOUT FOOD ABOUT ABOUT DRINK AB ABOUT AUTOMOTIVE ABOU ABOUT STYLE ABOUT ABOUT FOOD ABOUT ABOUT DRINK AB AB ABOUT Publishing Group JOHNERIC LEACH February 2016Automo
2、tive 48-volt Technology Close to reality: the series launch of the 48-volt power system Johneric Leach ABOUT AUTOMOTIVE ABOU ABOUT STYLE ABOUT S ABOUT FOOD ABOUT ABOUT DRINK AB ABOUT AUTOMOTIVE ABOU ABOUT STYLE ABOUT ABOUT FOOD ABOUT ABOUT DRINK AB AB ABOUT Publishing Group400 Commonwealth Drive War
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8、nside USA and Canada)724-776-4970 (outside USA) Fax: 724-776-0790 Visit the SAE International Bookstore at books.sae.orgABOUT Automotive Since 2002, our exclusive network of industry specialists has ensured an unrivalled resource to bring you comprehensive coverage of the automotive supplier industr
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13、c has over twenty-one years experience in the Automotive Industry and has worked in various areas including R then later to the magneto, which was a self-generating mechanism. e rst electrical device tted to a vehicle was the horn or klaxon in 1905. e few vehicles that had klaxons used dry cells to
14、operate them, but these wore down quickly and had to be replaced, which was expensive. By 1911, storage batteries had attained sucient reliability to provide a rechargeable alternative. e degree of reliability was due in large measure to research and development done by the electric car industry in
15、particular omas Parker and the development he undertook on high capacity batteries. As storage batteries proved their value on klaxons, other applications began to appear such as electric lights (rst introduced on the electric-powered 1898 Columbia). Manufacturers of cars with gas engines used press
16、urized acetylene gas that was fed to headlamps and ignited by ame. In 1906, the introduction of an automotive dynamo eliminated the need to remove the battery for recharging each month. A problem still presented by those rst dynamo-equipped cars was battery overcharging. However, this trouble was re
17、solved with the development of a variable speed regulator by Delco, also known as the Kettering ignition system (named after its inventor Charles F Kettering). It was rst used in a 1910 Cadillac, which also featured the rst self-starter to eliminate the need for hand cranking to start. Since then, a
18、ll cars have been equipped with a battery, generator and electrical starter, which form the basis for todays Automotive Electrical Power System (AEPS). Of the 462 models shown at the 1911 New York Auto Show, only 19 had battery/generator systems, and all had back-up magnetos. Of 119 makes displayed
19、at the 1924 New York Show, 110 had storage battery/ generator systems and self-starters. By 1920, electrical power was provided by an engine driven DC generator and a 6-volt lead-acid battery. e car had only a few loads, namely starter, ignition device, horn, and some lamps. e mean power consumption
20、 of these loads was less than 100W and was distributed via a point-to-point wiring system, with loads controlled directly by manually operated primary switches located within the reach of the driver. Only the starter was switched indirectly by an electromechanical relay. e transistor, invented at th
21、e bell telephone laboratories in 1948, paved the way for using electronic systems in cars. In 1952 a convergence meeting was held between U.S. OEMs to consider the problematic issue of welded breaker points. To avoid the issue, a decision was made to increase the electrical system voltage from a 6-v
22、olt battery, with 7-volt DC nominal distribution potential, to a 12-volt battery with 12-volt DC distribution level. e advantage of the voltage increase was more power for accessories and the ability to utilise smaller wires. In 1961, Chrysler introduced the 12-volt alternator in high volume passeng
23、er cars a move that was followed quickly by GM in 1963 and Ford in 1965. During World War II, the military had required an electrical generating unit that could provide more current than existing DC generators. ey found it with the AC (alternating current) generator, commonly called the alternator.
24、It was not until A history of automotive electric power supply systems 3 Automotive 48-volt Technology 1960 that the rst alternator was installed in a passenger car. Back then a similar issue was arising to that seen today, the number of electrical devices manufacturers were installing on cars began
25、 to strain the limits of the DC generator. e rst car manufacturer to make the alternator available in a production vehicle was Chrysler Corporation in the 1960 Valiant using an alternator built by Essex. By 1961 all Chryslers had an alternator followed by GM in 1962. In 1971, Pontiac introduced a co
26、mpletely sealed storage battery that required no water during its lifetime. It had side terminals that the company claimed stayed completely corrosion-free. During the period from 1960 to 1980 probably the most signicant change was the replacement of the DC generator with the three-phase alternator-
27、rectier synchronous machine known as a Lundell Alternator and an increased use of relays. Although Chrysler engineers invented the Lundell alternator in 1933, the one major technical breakthrough (which made this invention possible) was the availability of semi-conductor diodes for ecient recticatio
28、n. Since the Lundell alternator was introduced in 1961, the power demand had risen from 100W in 1912 to typically 500W in 1960 and by 1980 it increased to more than 1.5kW. Todays typical passenger cars demand between 3kW5kW of electric power at peak usage, as more and more electrically powered devic
29、es are added. At a nominal 12-volt standard (14-volt charging at 300A) the industry is stuck with about 3kW from an existing motor-generator. Current electrical systems are not even 12-volts; technically, they are in excess of 14-volts. Lead-acid automotive batteries are actually 12.6-volts, not 12-
30、volts, with the system running at 13.514.5 volts during normal operation with the alternator cranking out enough power to run the car and accessories and to recharge the battery. e Society of Automotive Engineers started discussion on the theme of increased automobile voltage as early as 1988. In 19
31、94 Daimler initiated a meeting together with Ford and General Motors at MIT with the intention of dening future automotive high-voltage architecture. In September 1995, various electrical system architectures were evaluated, with the outcome suggesting that a future voltage level of approximately 40
32、-volts would be appropriate. At the same time as the activities in the USA, again at the initiative of Daimler, the rst Vehicle Electrical System Forum was organised in Hanover with BMW, VAG and a number of suppliers. In February 1996, the introductory paper Bordnetzarchitektur im Jahr 2005 (Automot
33、ive electrical system architecture for the year 2005) was agreed, and in June 1996, BMW presented a document outlining the future 42-volt/14-volt Bordnetz (42-volt/14-volt PowerNet system). 1.3The goal of the 42-volt electrical system e goal of the 42-volt electrical system was to allow more powerfu
34、l electrically driven accessories and lighter automobile wiring harnesses. Electric motors were proposed for power steering or other systems, providing more compact installations and eliminating the weight of drive belts or large wires for high-current loads. e proposed new standard was more than triple the voltage of existing 12-volt
