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china has the most electric cars, the largest manufacturers, and the most advanced battery production on the planet. their experience with electric vehicles and charging would be a valuable leap forward.
> Tesla invites all device suppliers and vehicle manufacturers to join us in this initiative. This is not a standard in the sense that engineers use the term. Tesla is hoping it will be adopted as a standard and since Tesla doesn't appear to want to involve any standards bodies, Tesla appears to only be interested in making these connectors a de-facto standard. In any case, that is not a standard.
They are doing what they need done for their business and then inviting others to join. And way earlier than they did with NACS: https://www.tesla.com/blog/opening-north-american-charging-s...
Tesla really deserves some kudos for pushing the 48V architecture and the Ethernet-based communication. It drastically simplifies the wiring mess that is in a typical car. And it's not even close. Just watch the teardown of Cybertruck and compare its wiring to something like F150.
We can simplify the wire mess today by using more CAN bus devices. What is ethernet bringing to the picture?
> The 48V architecture is the optimal long-term choice, requiring ¼ of the current to deliver the same amount of power. Is there a reason why 48V is better long term than going higher like 96V?
One another advantage of the new 48V architecture is that it doesn't depend on the car body for the current return path. This opens up possibilities of adding sensors that detect current leakage, to pinpoint areas with defective wiring and/or components.
> The 48V architecture is the optimal long-term choice, requiring ¼ of the current to deliver the same amount of power. Is there a reason why 48V is better long term than going higher like 96V?
48v is probably more common than 96v in general, so more components available already.
IMO solar pioneered (in recent history) 48V DC systems, which is an easy multiple of 12V to stay below the 50V “high voltage” safety threshold.
It allowed people to use smaller gauge wire and chain together multiple 12V batteries that are readily available.
Tesla really deserves some kudos for pushing the 48V architecture and the Ethernet-based communication. It drastically simplifies the wiring mess that is in a typical car. And it's not even close. Just watch the teardown of Cybertruck and compare its wiring to something like F150.
We can simplify the wire mess today by using more CAN bus devices. What is ethernet bringing to the picture?
Surely it isn't just that they reduced the number of connectors since one could have just standardized on a subset of mass-produced connectors by molex, te, etc. instead.
Tesla really deserves some kudos for pushing the 48V architecture and the Ethernet-based communication. It drastically simplifies the wiring mess that is in a typical car. And it's not even close. Just watch the teardown of Cybertruck and compare its wiring to something like F150.
We can simplify the wire mess today by using more CAN bus devices. What is ethernet bringing to the picture?
Over 3 orders of magnitude faster datarates.
CAN FD: up to 5Mb/s
Automotive Ethernet: up to 10 Gb/s
> The 48V architecture is the optimal long-term choice, requiring ¼ of the current to deliver the same amount of power. Is there a reason why 48V is better long term than going higher like 96V?