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ALL CyberTruck discussion
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Buckminster
Well-Known Member
I think you cracked the code. Yeah, the 1366 number probably includes the low voltage battery. Would 22 cells about match the power and energy capacity of Tesla’s current lithium low voltage battery? (Plus more since it’s a truck).
Anyone else dying to read that Tesla written “How to build a 48V architecture” PDF?
22 4680s is around 2.2 kWh. In old terms that's greater than a 150 ampHour 12V equivalent. That's three times a typical car battery.
Why so big? Drive by wire steering is reportedly 5hp peak or just under 4kW. Bigger also cuts down on recharge cycles when off.
Yah, I would be interested in that guide!
jebinc
Well-Known Member
So many Cybertruck treads here, geeezzzz. Must everyone create their own? Mods should combine all of these into one master thread and eliminate some of the forum CT pollution...
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jebinc
Well-Known Member
A good point, here....
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jebinc
Well-Known Member
This new "view" just out....
www.autoblog.com
Tesla Cybertruck musings: Let's consider all the angles - Autoblog
The Tesla Cybertruck is finally here, or at least a few of them are. Let's get into the issues and questions raised by production trucks just delivered.
www.autoblog.com
22 4680s seems like it would physically package up in about the same size of a truck lead acid battery.
Jason Cammisa on his podcast said he had to sign an NDA to see that document, which he said was entitled "How to engineer a 48V vehicle". But if Tesla really sent it out to the other OEMs, and suppliers, obviously they didn't sign NDAs, so we should see it posted somewhere at some time. You'd think Tesla itself would post it at some point.
Buckminster
Well-Known Member
Paging @mongo, why did lucid and Porsche go with a DC-DC converter for 400V to 800V DCFC rather than do what the CT does and just have some presumably smaller and cheaper contactors to handle 400V charging? I can only see downsides but no benefits for going the DC-DC route? Am I missing something?
⚡️ELECTROMAN⚡️
Village Idiot
Probably making new threads after the original threads get overrun by trolls. Just a guess.
I'm not Mongo, but my guess is the "best part is no part" and they thought reliability would be better with a DC-DC than having contactors to combine/split the pack. They may have also thought that it wouldn't matter as they expected almost all CCS charger to support 1000v. (Which I think is pretty much true in the US for >150kW chargers, other than Superchargers with MagicDock.)
GM went the opposite direction, with two 400v packs in parallel for normal operation, and they re-wire to series only for charging. I've heard one of the problems with that is keeping the two halves in balance since the AC is only 400v, so they have to switch it between halves while charging. (At least I thought I heard that is what they do.)
Yeah, but why package it separately? All power comes from the pack. With LV integrated, all the power and pyro fuses can colocate.
Only reason I could think of is physical redundancy in a crash, but that is so edge a case it doesn't make sense to do. Keep alive for hazards could be done via current limited safety power bus versus full power one.
Yeah, I thought that was weird also.
They need a pack design where there is access to midpoint along with additional contactors and a charge port+wires that can handle the higher current. That all adds cost, volume and mass.
The two halves also need to stay well balanced to each other (which they should already be).
Why is that obvious? Firms sign others’ NDAs all the time.
Well, Tesla currently packages the LV battery separately,
So the answer is that they just didn't do the hard work of designing their pack to allow for it? The DC-DC converter also adds cost, volume and mass and it sucks in comparison.
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