Ontwikkeling batterijen met minder Cobalt vordert trager...

[Micele]

Geen goed nieuws voor automerken die contrakten afsloten voor NCM 811 accucellen uit Azië (China en Korea)

https://www.metalbulletin.com/Articl...exec-says.html

INTERVIEW: Adoption of NCM 811 batteries in EV sector progressing slowly, Beijing Easpring exec says

Nickel-cobalt-manganese (NCM) 811 batteries are penetrating the electric vehicle (EV) battery market slowly, according to Wang Xiaoming, vice general manager for international sales and purchases at Beijing Easpring Material Technology Co.

NCM 811 batteries, which have an 8:1:1 proportion of nickel, cobalt and manganese respectively, are among those striving to attain a dominant position in the EV battery market and are widely tipped by market participants to be a serious contender to do so.

But speaking during an interview on the sidelines of an industry event in Xiamen, China, on Tuesday November 6, Wang told Fastmarkets that nickel-weighted batteries continue to face stiff competition from *other types of batteries.

“Nickel-rich batteries won’t take the whole share of the electric vehicle battery market. Instead, multiple types of lithium-ion batteries are likely to co-exist,” Wang said.

Deze Cobaltreductie heeft Tesla blijkbaar veel beter onder de knie in hun nieuwe *NCA accucellen (sinds model 3 en latere upgrades):
https://cleantechnica.com/2018/06/17...-elon-commits/

[Micele]

Voor de duidelijkheid de Aziatische NCM-batterijpacks hebben nu al moeite met de eerste productie van packs die 10% cobalt bevatten NCM 811 = (8-1-1 verhouding nikkel-cobalt-mangaan). Ze lopen vertraging op. De huidige NCM 622 hebben 20% cobalt dus veel te duur.

Tesla verkoopt sinds juli 2017 al batterijpacks in hun model 3 die maar 3% cobalt hebben, Nikkel-Cobalt-Aluminium-type (NCA). Ondertussen al meer dan 120.000 wagens die ermee rijden...

Bij mijn weten heeft nog geen enkel wagenmerk die NCM 811 batterijpacks in hun wagens.

Wat history:

A Little History about Lithium-Cobalt-Oxide Chemistry

The first successful lithium batteries drew upon a lithium-cobalt-oxide chemistry, often just called a lithium battery or LiCo. Later, oxides of nickel, manganese, and iron were used. Up until now, Tesla has used NCA cell chemistry for its long-range vehicles. NMC has been used for high-lifecycle uses like Tesla’s utility storage products. However, NMC batteries are improving and cutting their cobalt content as well.

The original NCM chemistry used a formula of one part nickel, one part cobalt, and one part manganese, or 1:1:1 as it has been coined in the battery industry. Recent adjustments to 5:2:3 (five parts nickel, two parts cobalt, and three parts manganese) and 6:2:2 compounds have been precursors to the goals of NCM engineers to reach 8:1:1 in mass-market vehicle batteries.

Benchmark forecasts that 8:1:1 cathode material will reach 25% of NCM’s market share by 2026 – “enough to cause disruption in the raw material supply chain, but far from takeover.” The analysts there add that there is little doubt that nickel’s future in lithium-ion batteries is bright.

For now, the goal with this chemistry is to develop NCM 811. Skeptics argue that this is still a number of years away from widespread commercial adoption, due to lifecycle and safety concerns. They do concede that NCM 811 will offer lower raw material costs and improved energy density once it is available on the market, though, which means cheaper electric cars or electric cars with the same price as today but more range.

Tesla’s cobalt usage reduction plans are expected to affect its entire range of batteries used for all vehicle types, including its latest development, the Tesla Semi. We expect to have more updates soon.

https://cleantechnica.com/2018/06/17...-elon-commits/

De voorsprong van Tesla is met dat laatste nieuwsbericht - en bevestiging van deze quote - nog maar eens groter geworden (prijs/kwaliteit-densiteit)...

Eerdere persberichten duidden dit reeds aan:

https://pushevs.com/2018/07/29/sk-in...battery-cells/
SK innovation postpones the release of EV NCM 811 battery cells

Anyway, this means that the Kia Niro EV won’t have NCM 811 battery cells. It seems that SK innovation NCM 811 battery cells for EVs will be first introduced in the electric Mercedes SUV next year.

En ook Mercedes zal ze wslk niet krijgen voor 2020 of later...

De Jaguar I-Pace heeft NCM 622-accucellen van LG Chem, ondertussen is het hoog verbruik (dus pover rijbereik/kWh) officieel bekendgemaakt...

Wired recently got its hands on a copy of the British crossover. Their concern wasn’t so much about its exaggerated energy usage so much as it was about range, though of course this is directly correlated. The author got 41.6 kWh per 100 miles on a route that saw the Tesla Model 3 return a reading of 26 kWh per 100 miles, which is its precise EPA efficiency rating.
https://insideevs.com/efficiency-jaguar-i-pace-falters/

Ook de veel grotere Tesla X verbruikt maar 36-39 kWh per 100 miles, en die rijdt nog met de (kleinere 18650) NCA-cellen van Panasonic, de I-Pace zat aan 44 kWh/100 miles... :
https://electrek.co/2018/11/05/jagua...ns-efficiency/

[Micele]

Tesla en het Jeff Dahn team zouden ook al jaren bezig zijn met de ontwikkeling van NMC811 cellen (of NCM soit).

Deze zouden een nog langere levenscyclus hebben dan de huidige NCA bij vergelijkbare tot iets betere Wh/kg.

Tot 4000 cyclussen, of amper 5% capaciteitsverlies na 1200 volledige laadcyclussen.

Dat zou nuttig kunnen zijn voor de powerwalls-powerpacks en eventueel de Tesla Semi truck. Men vermoed dat Tesla vandaag al die betere NMCs gebruikt.

De volledige info en de cijfers kan men hier vinden, ook graps van CATL:
(ook een video van Jeff Dahn)

https://cleantechnica.com/2018/03/04...ry-technology/

Up until now, Tesla has used NCA cell chemistry for its long-range vehicles.

NMC has been used for high-lifecycle uses like Tesla’s utility storage products. As NMC has recently gained improved energy density, however, it is now poised to be used more frequently in long-range EVs.

The effect is noted in the triangle diagram above. Researchers are targeting 250 Wh/kg and beyond for long-range electric vehicles using nickel-rich cathodes to increase energy density, while reduction in cobalt is also helpful since it lowers costs. Companies have switched from NMC 111 to NMC 442 to NMC 622, and now NMC 811 is slated for introduction in the next two years.

Jeff Dahn of Dalhousie University has shown NMC improvements in a relatively fresh video: https://www.youtube.com/watch?v=5WpQh4kZ_MU

These improvements have shown increased cycle life and he states that cells show only 5% capacity reduction after 1200 cycles. That indicates a cell cycle life of over 4000 cycles.

De nagestreefde 300 Wh/kg is voor het complete batterijpack, dat betekent minstens een verdubbeling tov het beste accupack vandaag. Specifiek naakte accucel is dat streven naar 710 Wh/kg en >2500 Wh/liter in enkele jaren ... (Teslas 2170 NCA hebben ca. 323 Wh/kg en ca. 878 Wh/liter)

...

Other researchers have also noted improvement in NMC characteristics with the addition of aluminum.

NMC chemistry patents have come from Michael Thackeray at Argonne and from Jeff Dahn working with 3M. Argonne has licensed its patent to BASF and 3M has made agreements with Johnson Matthey.

The planned increases in NMC 811 energy density brings it to levels higher than the current Tesla/Panasonic NCA batteries used in the Model S and X. But NMC performance does not need to go that far to have an impact. The NMC cycle life shown is greater than NCA and potentially also lower cost.

A number of battery makers have announced their plans for NMC 811 batteries, with roadmaps presented including LG Chem, Samsung SDI, SK Innovation (second source), and CATL (second source).

SK Innovation has already started production of NMC 811 cells, with LG Chem hot on their heels.

It is possible Panasonic/Tesla is already using NMC 811 for high-cycle-life products such as the Powerpack and Tesla Semi. 300 Wh/kg slated for NMC 811 cells compares well with 265 Wh/kg available from NCA. The Powerpack operates at full discharge for over 10 years of daily cycling, equivalent to a cycle life of over 3,650 cycles with over 70% capacity retention.

Battery manufacturers source components from chemical providers like Johnson Matthey and 3M using cathode, anode, separator, and electrolyte materials to form a finished product. The goals set for NMC 811 are 300 Wh/kg and $100/kWh. NMC 811 is a step along the way to advanced, lower cost, longer range electric vehicles — with other advances further down the pipeline, including solid state batteries and metal anodes. The secrecy of this industry as well as the complexity of the batteries makes it hard to know what exactly is going on behind closed doors, but it looks like NMC 811 is poised to launch electric vehicles and grid storage into new territory.

Perhaps this is the underbelly of what led Elon Musk to say: “Tesla Semi Truck unveil to be webcast live on Thursday at 8pm! This will blow your mind clear out of your skull and into an alternate dimension. Just need to find my portal gun …”

Hier neemt men batterijpacks uit mekaar en rekent men de Wh/kg per module uit. (het stevige omhulsel weegt men apart):
https://insideevs.com/new-tesla-mode...ages-released/

ook nog een vergelijk NMC met NCA: https://insideevs.com/tesla-claims-m...-electric-car/

[Micele]

Na wat zoekwerk heb ik enkele foutjes verbeterd:

Tesla en het Jeff Dahn team zouden ook al jaren bezig zijn met de ontwikkeling van NMC811 cellen (of NCM soit).

Deze zouden een nog langere levenscyclus hebben dan de huidige NCA bij vergelijkbare tot iets betere Wh/kg.

Tot 4000 cyclussen, of amper 5% capaciteitsverlies na 1200 volledige laadcyclussen.

Dat zou nuttig kunnen zijn voor de powerwalls-powerpacks en eventueel de Tesla Semi truck. Men vermoed dat Tesla vandaag al die betere NMCs gebruikt.

De volledige info en de cijfers kan men hier vinden, ook graps van CATL:
(ook een video van Jeff Dahn)

https://cleantechnica.com/2018/03/04...ry-technology/

Up until now, Tesla has used NCA cell chemistry for its long-range vehicles.

NMC has been used for high-lifecycle uses like Tesla’s utility storage products. As NMC has recently gained improved energy density, however, it is now poised to be used more frequently in long-range EVs.

The effect is noted in the triangle diagram above. Researchers are targeting 250 Wh/kg and beyond for long-range electric vehicles using nickel-rich cathodes to increase energy density, while reduction in cobalt is also helpful since it lowers costs. Companies have switched from NMC 111 to NMC 442 to NMC 622, and now NMC 811 is slated for introduction in the next two years.

Jeff Dahn of Dalhousie University has shown NMC improvements in a relatively fresh video: https://www.youtube.com/watch?v=5WpQh4kZ_MU

These improvements have shown increased cycle life and he states that cells show only 5% capacity reduction after 1200 cycles. That indicates a cell cycle life of over 4000 cycles.

De nagestreefde 300 Wh/kg is voor het complete batterijpack, dat betekent bijna een verdubbeling tov het beste accupack vandaag. (Tesla model 3 long range heeft 168 Wh/kg: https://www.teslarati.com/tesla-mode...down-analysis/

Specifiek naakte accucel is dat streven naar 710 Wh/kg en >2500 Wh/liter in enkele jaren ... zie toekomst tabel en graph van CATL...
(Teslas 2170 NCA hebben ca. 323 Wh/kg en ca. 878 Wh/liter)

...

Other researchers have also noted improvement in NMC characteristics with the addition of aluminum.

NMC chemistry patents have come from Michael Thackeray at Argonne and from Jeff Dahn working with 3M. Argonne has licensed its patent to BASF and 3M has made agreements with Johnson Matthey.

The planned increases in NMC 811 energy density brings it to levels higher than the current Tesla/Panasonic NCA batteries used in the Model S and X. But NMC performance does not need to go that far to have an impact. The NMC cycle life shown is greater than NCA and potentially also lower cost.

A number of battery makers have announced their plans for NMC 811 batteries, with roadmaps presented including LG Chem, Samsung SDI, SK Innovation (second source), and CATL (second source).

SK Innovation has already started production of NMC 811 cells, with LG Chem hot on their heels.

It is possible Panasonic/Tesla is already using NMC 811 for high-cycle-life products such as the Powerpack and Tesla Semi. 300 Wh/kg slated for NMC 811 cells compares well with 265 Wh/kg available from NCA. The Powerpack operates at full discharge for over 10 years of daily cycling, equivalent to a cycle life of over 3,650 cycles with over 70% capacity retention.

Battery manufacturers source components from chemical providers like Johnson Matthey and 3M using cathode, anode, separator, and electrolyte materials to form a finished product. The goals set for NMC 811 are 300 Wh/kg and $100/kWh. NMC 811 is a step along the way to advanced, lower cost, longer range electric vehicles — with other advances further down the pipeline, including solid state batteries and metal anodes. The secrecy of this industry as well as the complexity of the batteries makes it hard to know what exactly is going on behind closed doors, but it looks like NMC 811 is poised to launch electric vehicles and grid storage into new territory.

Perhaps this is the underbelly of what led Elon Musk to say: “Tesla Semi Truck unveil to be webcast live on Thursday at 8pm! This will blow your mind clear out of your skull and into an alternate dimension. Just need to find my portal gun …”

Hier neemt men batterijpacks uit mekaar en rekent men de Wh/kg per module uit, een pack heeft meerdere afzonderlijke modules. Het stevige omhulsel weegt men apart, het batterijpack heeft ook een veiligheidsfunctie: stijfheid, nuttig bij zijdelingse impact en sowieso voor de wegligging van de wagen, ook voor de batterijen te beschermen, best de fotos bekijken:

https://insideevs.com/new-tesla-mode...ages-released/
1. Photos and video of the underside of Model 3 showing beefy structure surrounding the pack.

In a previous article we noted that the model 3 battery pack was 15% lighter than the old P85 Model S pack and 6% lighter than Tesla’s most advanced pack in the P100D.

In that article, and based on EVTV’s teardown video we speculated that Tesla has saved weight in the battery pack by moving the battery protection duties from the battery case to the body structure. This was partly conjecture just because there are no protective sides on the Model 3 pack (unlike Model S) and also because Tesla appears to have surrounded the Model 3 pack in high strength steel used in the body……in other words letting the body serve a dual purpose.
...
(fotos)
...

2. Weight and Energy density

Jack measured the module weight and the battery case weight and the dimensions. Note that the Model 3 case (tray) weight is significantly lighter than Model S.



We took it upon ourselves to calculate the energy density in both wh/kg and lbs/kwh. As Elon said, the cells used in the Model 3 are highest energy density cells used in any electric vehicle.
This is the kind of energy density other manufacturers are promising in 2020 time frame and Tesla already has it in production today.



If you wish to look at the detailed calculations, they are shown below.

...ook nog een vergelijk NMC met NCA:

https://insideevs.com/tesla-claims-m...-electric-car/

Tesla Q1 2018 Earnings Call Overload

So, we wouldn’t put too much faith in this statement, but here it is, regardless:

“The Model 3 battery has sophisticated power electronics, cooling systems and structure that enables high level of safety, sports-car like acceleration, Supercharging, a 120,000 mile warranty and low cost. Cells used in Model 3 are the highest energy density cells used in any electric vehicle. We have achieved this by significantly reducing cobalt content per battery pack while increasing nickel content and still maintaining superior thermal stability. The cobalt content of our Nickel-Cobalt-Aluminum cathode chemistry is already lower than next-generation cathodes that will be made by other cell producers with a Nickel-Manganese-Cobalt ratio of 8:1:1. As a result, even with its battery, the gross weight of Model 3 is on par with its gasoline-powered counterparts.”