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Bosch introduces new 48V Li-ion pack for mild-hybrids; production in 2018

Bosch has introduced a new 48-volt battery for mild hybrids; similar to the Bosch e-axle, this 48-volt battery is standardized for easy integration into new vehicle models. Established manufacturers and start-ups alike can thus eliminate long and expensive development processes. Bosch intends for this pack—along with its earlier work on mild hybrid systems (earlier post)—to position it as a leader in the burgeoning 48V mild-hybrid market.

The pack configuration is 12s1p with 8Ah, NMC/Graphite cells. Charge power is 13 kW, discharge power is 11 kW. Package weight is less than 7kg. Production of the battery is scheduled to start in late 2018.

Anticipating a large market for entry-level hybrids, Bosch offers other powertrain components for these models in addition to the 48-volt battery. The company estimates that some 15 million 48-volt hybrid vehicles will be on the road by 2025.


Bosch said that it is already in talks with over a dozen customers for the 48V battery and has secured a considerable number of production projects.

The battery offers a comparatively inexpensive way to help reduce vehicle CO2 emissions. This is also due to the product design, as the battery requires no active cooling and its housing is made of plastic, not metal. Both these factors bring costs down still further.

Bosch opted for an NMC:C chemistry for the 48V pack. Source: Bosch. Click to enlarge.

The plastic housing presents a real challenge, as lithium-ion cells expand when the battery is charging and over the course of the unit’s service life. As a result, the housing must withstand a certain amount of stress. Bosch engineers rearranged the cells in the 48-volt battery so that even plastic housing can bear the pressure.

We are demonstrating that there is more to a battery than making it perform faster, stronger, farther; instead, there is an art to finding a suitable user-friendly solution. We are confident that this will position us as a market leader for 48-volt batteries.

—Michael Budde, head of Bosch Battery Systems



Great, I am all for mild hybridisation- the more the merrier.
Year by year, we can increase the power and energy storage capacity.


8 Ah @ 48 V ~= 380 Wh.  That's substantial and would be suitable for launch assist up to a pretty good speed.  11 kW is about 14-15 HP, which is a boost the driver would definitely notice.  It should also suffice for engine-off creeping around parking lots and in stop-and-go traffic.

One fat alternator would be sufficient to replace all belt-driven accessories with electric versions, slashing parasitic engine drag and majorly simplifying packaging.  Mount it on the flywheel and the engine package gets several inches shorter.  Electric supercharger feeding a Miller-cycle engine shrinks the engine and improves efficiency without sacrificing power.

And it's all enabled by a little 7 kg battery.


Lo veo un sinsentido.......La capacidad es ridicula ¡¡¡¡384wh!!!! y de esta energía un porcentaje por seguridad no se utilizara ¿Que energía util nos queda? ¿300-250wh?. La potencia pico de descarga son 11kw pero ojo la batería tendra que tener buena carga y durante solo ¡¡¡¡10 segundos!!!!. I para rematar el precio aquí en España una batería de 48v para bicicleta se va a unos 700 euros a esta por ser para automoción y encima Bosch de 1000 euros no baja......Por los comentarios y sin animos de ofender los Estadounidenses pensais a lo grande o es que os sobran los dolares.


Write in English or sod off.

Juan Valdez

I like 48v because it is excellent tech to support transition to fully electric cars.

I would upgrade Engineer-Poet's idea of a fat alternator, to better, a motor/generator bolted to engine, that takes care of low speed and start-stop.

A step up from that, would GM VOLT tech. A VOLT has two motor/generators that always drive the wheels, so no transmission. VOLT has a small battery with ~40/mile range, so no need for even a 48v system. Benefits of the VOLT setup is no transmission (wheels always driven by electric motor), and 90% of driving is fully electric. If other auto manufacturers implemented this, we'd cut 90% of gas usage overnight.

BTW, I just test drove a BOLT, the new, fully electric GM car. I can tell you that it's cheap, and was rushed to market to beat Tesla. It has massive torque steer, and is very small. No over the air updates, no safety features, no cameras, no nothing.

I've decided that "legacy" car companies hate electric cars and are only producing them because of Tesla.


Stop start is not a bolt on fully realised solution yet owing to high levels of emissions from cold Diesels and and petrol engines - less for Gas with the lower temp combustion emissions.
There has been (a?) technical solutions proposed for the problem described but as yet that is not in production engines.
As with extended idling causing exhaust gases to fall below the temp required for catalyst ignition, stop start should be an improvement but would need other major design adaptions to be fully realised.


E.P. can often be a sod = someone considered peculiary harsh, mean, abusing and silly, specially for something outside his competence limits.

Un de ces jours, nous parlerons probablement chinois.

Nothing wrong with vehicles equipped with 48-Volt system to operate the starter (on-off fonction for ICE) and on-board accessories, heat-pump etc. Rather inadequate for meaningful traction assistance?


Харви, это было бы большим достижением, чтобы вы были убедительны и по-теме на английском языке.

Так много сообщений здесь заканчивается одним комментарием от вас, который имеет мало общего с темой.


Excellent poem?


Это было еще более невежественным, чем вы обычно.


Excellent shorter version?


The usual suspect.



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