Batteries/42 Volts 01

42 Volt electrical systems for automotive applications. These systems use 36 volt Batteries

(October, 2003) Batteries In Future-Vehicles

With an almost a-priori attitude toward 36/42 Volt systems, battery manufacturers may have to accept the eventuality of the greater bus voltage. This presentation brings many of the real purposes into view, and expands on the 'infrastructure' of greater needs for power management

At the core is a conversion from mechanical or hydraulic power transfer. Some applications such as electromagnetic valves may contribute to greater fuel economy and cleaner emissions.  Less critical loads such as heated windshields could  add a total of 25 kW of  new electrical production. (This is an additional 35 hp). Such large increases open the door to sophisticated battery management systems and fault tolerant supervision. Lead-acid batteries will gravitate to sealed configuration with less maintenance and longer life. Projections allow for 42 and 12 Volt dual busses over the next decade before becoming pure 36/42 Volt systems. The aggressive needs for larger electrical generation and storage also open the door to Nickle and Lithium chemistries.

Not to leave out fuel cells, future power generation could take on hybrid status with IC engines driving the wheels and fuel cells the electrical loads.

Questions of whether all automotive systems can afford such complex
technologies and costs was not presented.

The Battery Man, Sept. 2003, pp.40-45
(May 2003) Q: Give some insight into the new ASTM subcommitee which will persue 42 Volt insulating systems?
(May,03) Lead for Hybrid
(Oct, 2002) Projections for Euorpean Use of 42 Volt Systems
Adobe Photoshop Image “Presently deemed cost-prohibitive, new design features associated with 42-Volt systems must offer benefits commensurate with the price level charged. The switch to 42-Volts requires significant changes to the electrical system of the car, but with all the risks involved, vehicle manufacturers are reluctant to lead this initiative,” notes Peter Bowlus, industry analyst at Frost & Sullivan. “They may have played a pivotal role in the development of the underlying technology, but the philosophy of most vehicle manufacturers remains to wait until real demand for these systems leads to greater economic viability. Though carmakers are likely to try to push 14-Volts as fast as they can (the use of technologies such as liquid-cooled alternators being just one example), the migration to 42-Volts will ultimately become unavoidable.” (Frost & Sullivan,
(Sept, 2002) The Electric Tran
 (Sept. 2002) What to expect when the 42-Volt electrical system goes online
The year 2004 appears to be the starting time for 42 Volt systems, although BD readers already know of the market ready Toyota Crown mild hybrid in BD 70-13. An interesting comment is that the 42 Volt system is not needed for present day needs but for engine control such as valve timing to improve IC engine performance and further lower emissions. In order to use existing components such as 12 Volt lighting, the auto will be burdened with a 12/14 Volt system, thus adding components, cost and more things to go wrong. (Ed. note: The story has many fundamental technical errors, but the main points do give the flavor that 42 Volt proponents have little to offer beyond the fact that operating at higher Voltage cuts current allowing for smaller wire diameters and fewer connection problems. Additional costs of 42 Volt systems may open the door to niche market autos not ‘needing’ the costlier higher technology.)
Aftermarket Business, July 1, 2002,