As intelligent driving algorithms iterate and smart cockpit features expand, the low-voltage power architecture of intelligent vehicles is undergoing a systematic transformation.
On October 30, 2026, power management IC manufacturer MPS (Monolithic Power Systems) held an automotive media exchange event in Shanghai. Allen Chen, Vice President of MPS's Automotive Product Line, stated at the event that with the evolution of zonal architectures and the proliferation of high-computing applications, the 48V low-voltage power system has moved from early conceptual discussions to mass production implementation.
Image | Allen Chen, VP of MPS Automotive Product Line; Source: MPS
Physical Limits of 12V Under High-Computing Loads
Traditional automobiles have long relied on 12V low-voltage power systems. However, under the trend of Software Defined Vehicles (SDV), the increasing number of high-power loads such as onboard ADAS SoCs, AI central computing platforms, smart cockpits, and active suspension systems has significantly raised the vehicle's total power demand.
Allen Chen noted that the widespread adoption of onboard AI computing is the core factor driving the shift from low-voltage systems to 48V.
Taking a 1kW onboard load as an example:
- If powered by 12V, the theoretical current is approximately 83A, posing extreme challenges to the diameter of vehicle wiring harnesses and the capacity of connectors.
- If switched to 48V power, the theoretical current can drop to approximately 21A.
With identical line resistance, the current in a 48V architecture is one-quarter that of 12V, while transmission conduction losses are reduced to one-sixteenth. This transition helps optimize vehicle wiring harness specifications and frees up space for system layout.
This shift mirrors the previous power upgrade path in AI data centers. As vehicle functions integrate into Zonal Control Units (ZCU) and centralized computing platforms, high power density introduces new system challenges. Since more electronic components are housed in sealed enclosures, heat becomes highly concentrated without airflow for dissipation. Meanwhile, the high concentration of functions means the impact scope of single-point failures expands, requiring the system to possess stronger fault isolation and safety response capabilities.
Image | Comparison diagram of traditional domain control architecture (left) vs. zonal architecture (right); Source: MPS
In this regard, Allen Chen pointed out that the design challenge for Zonal Control Units lies in solving power density and thermal dissipation issues within limited volume.
Applying Data Center Experience to the Automotive "Complete Power Path"
Addressing the trend of automobiles evolving into "mobile data centers," MPS proposed that 48V systems require a "complete power path" solution covering power input, front-end protection, power conversion, end-load power supply, and monitoring, rather than simple step-down conversion.
MPS adapts its power management technologies developed for AI data centers into automotive-grade products compliant with the ISO 26262 functional safety process.
In terms of power distribution and protection, 48V systems emphasize "protection preceding conversion" to ensure local faults do not escalate into vehicle-wide system-level events. To this end, MPS launched the automotive-grade fully integrated 48V electronic fuse (eFuse) MPQ5884-AEC1 (in a 5mm x 6mm QFN-30 package), offering low impedance and fault isolation capabilities.
Furthermore, for various onboard application scenarios, MPS has deployed the MPQ588X and MPQ589X series eFuses, as well as 48V LLC conversion solutions based on MPQ1230X and MPQ148XX power modules for audio power supplies. These solutions introduce LLC topologies derived from data center applications, establishing isolation mechanisms between different voltage domains to prevent abnormal 48V voltages from damaging 12V devices. Leveraging their BCD process platform and packaging technology, these chips and modules optimize thermal performance within smaller footprints.
Global Low-Voltage Standard Formulation and Market Progress
Currently, major global automakers have initiated plans to adopt 48V systems. Ford expects to launch its first 48V low-voltage system on the Universal EV platform pickup truck in 2027, while Hyundai, Xiaomi, and other companies are also accelerating their layouts. In April 2026, Chery and Bosch signed an agreement to jointly advance the mass production of 48V vehicle architectures.
However, one of the current challenges in promoting 48V systems is that globally accepted industry standards are still under development.
The new international standard ISO 25769 series, focusing on testing of 12V, 24V, and 48V electrical components, remains in the draft discussion stage, with an official release expected in December 2027. Key voltage indicators in the draft, such as Load Dump peak (70V/40ms) and transient overvoltage (64V/400ms), may still undergo adjustments.
Allen Chen revealed that MPS is currently deeply involved in the ISO 25769 working group, discussing and defining next-generation low-voltage architectures with automakers and Tier 1 suppliers from Europe, Japan, South Korea, China, and the United States. This participation allows chip manufacturers to gain early insight into voltage limit trends and embed relevant safety mechanisms into the underlying process and IP design of chips, helping automotive clients reduce development risks during the period of undefined standards.
Multi-Party Collaboration and Cross-Industry Application Trends
The implementation of 48V architecture involves systems engineering spanning vehicle function configuration, zone division, power paths, and semiconductor devices. The past linear development model—where automakers defined requirements, Tier 1 suppliers completed designs, and chipmakers supplied standard parts—is no longer sufficient to handle complex wiring harness layouts, voltage overshoots caused by stray inductance, and dynamic fault responses.
Allen Chen mentioned that more direct and earlier collaborative testing is needed among OEMs, Tier 1 suppliers, and semiconductor solution providers. Among them, some NEV makers adopting vertically integrated development models are relatively faster in accepting and promoting the application of 48V architectures.
Meanwhile, the evolution of 48V technology is demonstrating cross-industry synergy. Since many Physical AI and robotics platforms also use 48V power, their technical requirements for actuators, computing, and thermal management are highly similar to automotive low-voltage systems. Both are sharing the same technological development blueprint in hardware architecture and chip product lines.
As the 48V low-voltage power architecture enters the mass production phase, automotive engineers' design thinking is shifting from being constrained by current costs in the 12V era to exploring how to support matrix projection lighting, high-output audio-video entertainment, high-response active chassis, and advanced intelligent driving functions on the 48V platform. In this reconstruction of low-voltage architectures, semiconductor vendors with backgrounds in data center technology and experience in standard formulation are playing a key role in driving progress.