An electric vehicle battery
The most common type of electric vehicle battery is made of lithium-ion. This is due to their specific energy (Wh/kg), cycle life and high efficiency. The battery is made up of two electrodes in an electrolyte.
The electrolyte is where the exchange of ions takes place to produce electricity. The lithium ions act as the charge carrier, allowing for the simultaneous exchange of positive and negative ions in the electrolyte. There are many options for the materials of the electrodes and electrolytes, hence there are different possible battery chemistries, each with their own advantages and disadvantages.
- Cobalt Oxide (LCO)
- Lithium Manganese Oxide (LMO)
- Lithium Iron Phosphate (LFP)
- Lithium Nickel Manganese Cobalt Oxide (NMC)
- Lithium Nickel Cobalt Aluminium Oxide (NCA)
- Lithium Titanate (LTO). [1]
Comparisons of different types of Li-ion batteries used in EVs from the following perspectives:
- specific energy (capacity)
- specific power, safety
- performance, lifespan and cost.
Source: Miao Y. et. al, Energies, 2019
Battery life
Electric Vehicle (EV) batteries do not need to be replaced as frequently as a battery in an ICEV. Car manufacturers offer battery warranty to provide comfort for consumers, though it is not intended to be demonstrative of a battery’s life.
A BEV may need a battery replacement after 10-20 years, just like parts in an ICEV will need to be replaced over its lifetime. In an ICEV there are more moving parts, so there are more things to be replaced.
Battery charging
Electric vehicles now include Battery Management Systems (BMS) that limit charging capacity to prolong battery life. They control the temperature of the battery to reduce degradation and capacity loss. [2]
As electric vehicle batteries are lithium-ion it means that certain conditions degrade the battery over time. It is important to charge the battery according to the guidelines to get the most out of the technology.
Australian driving habits indicate an average drive distance of less than 50km per day, [3] so most drivers wouldn’t have to recharge daily given that the average BEV range for 2018/2019 Battery Electric Vehicles is 379km at 100% charge. [4]
There are different ways to charge an EV, all with different capacities and time frames to suit the situation. There are currently four levels of chargers. For more information, refer to the All about chargers article.
Battery conditions
Heat can affect battery life, so automakers are continuously innovating and investing in thermal management systems which protect the battery in harsh conditions.
Battery Thermal Management Systems (BTMS) form part of the battery cells to protect EV batteries by warming them up or cooling them down as required. A BTMS consists of systems that may be either active (external or internal sources of heating and/or cooling) or passive (natural convection). [5]
Climate has not shown to be a barrier to uptake in warm or cold regions. California, which has a similar climate to the highly populated areas of Australia, has reached EV market penetration of 9% EV uptake in June 2021. [6] India, with a comparative temperature to the northern regions of Australia, has committed to EV policies to build India ‘as a driver in electric vehicles. [7] Norway, with an average winter temperature of.6.8°C [8] has the highest global EV uptake and a 54.3% market share of BEVs as of December, 2020.
Electric vehicle battery technology and material solutions
It is estimated that 5 to 8 percent of all vehicle production will be made up of pure electric, full hybrid or plug-in hybrid vehicles by 2020, but automakers today are focusing on technologies that will help these vehicles go farther at a price point that attracts the average driver. In June, Swedish automaker Volvo firmly planted itself on the side of electric vehicles after announcing all of its new models will be electrified starting in 2019. At the same time, Tesla released pictures of its first production Model 3, priced under 40,000, offering a driving range of 200 miles per charge. The demand for hybrid and electric vehicles isn’t coming, it’s already here, said Dr. Jeffrey Lou, senior vice president, BASF Battery Materials. Every carmaker, big and small, is trying to outdo one another with vehicles that feature reduced costs, extended driving range and longer lifecycles. BASF offers a broad portfolio of electric mobility solutions, from the chemistry of the battery to lightweight components that limit energy usage, with a significant FOCUS on research and development to help automakers address these challenges.
A fundamental way to improve the range, life and price of hybrid and electric vehicle technology is through improving the material science behind the batteries. This has led BASF to make extensive investments in research and development, as well as offer customers a broad range of materials, establish manufacturing assets in strategic global locations and undertake proper licensing to provide customers with confidence when it comes to intellectual property. These licenses include a partnership with the U.S. Department of Energy’s Argonne National Laboratory to mass produce and market nickel-cobalt-manganese (NCM) composite cathode materials, as well as an agreement with CAMX Power LLC for its proprietary high-nickel cathode material CAM-7.
The industry’s move to incorporate higher levels of nickel and manganese is part of a growing trend seeking to reduce and replace the more expensive and less available cobalt with chemical elements that cost less and are more abundant. While many early electric vehicles used a more even blend of cobalt and other chemical elements, battery material formulas now include 60 percent nickel and in some cases, 80 percent and higher. BASF is also continuously working with academies, universities and partners to make long-term investments in research system solutions for all solid state batteries and protected lithium anodes. Meeting industry demand hinges on advanced material science, said Michael Fetcenko, managing director, BASF Battery Materials in North America. These cathode materials are not yet fully optimized, so BASF believes there are great opportunities for incremental and breakthrough improvements to meet these challenges and create hybrid and electric vehicles that stand up to the growing expectations of end users. And with the market expanding so rapidly, possessing a worldwide manufacturing capability and research and development footprint, along with materials expertise, are offerings BASF takes pride in.
Lightweight automotive materials for increased electric vehicle performance
While solving the technical challenges of battery materials plays a part in electrification, so does reducing overall vehicle mass, protecting against flammability and electrical arcing and using highly engineered materials to avoid physical and chemical degradation of components. Vehicles equipped with bigger batteries may have longer ranges, but they are also burdened with additional pounds and a greater need for heat management. Identifying these challenges, BASF continues to add new solutions to its plastics portfolio that possess properties specific to applications that enable next-generation battery technologies. For example, casings constructed of thermoplastics can achieve up to a 30 percent mass reduction, as opposed to metal parts. One tier 1 supplier was even able to achieve up to a 51 percent weight reduction by using a grade of BASF’s Ultramid ® that is 35 percent reinforced with glass fibers. Ultramid ® can also be used for cell frames because of its high-strength and temperature-resistant properties as a thermoplastic. These properties will not only add to a battery pack‘s life span, but its performance. And through processing technologies, these materials can provide the level of dimensional stability, as well as strength and weight savings, needed for the end plates.
BASF continues to add new solutions to its plastics portfolio that possess properties specific to applications, enabling next-generation battery technologies.
Thermally and electrically conductive resins also enable metal reduction, improving lightweighting. BASF offers a new electrostatically dissipative grade of Ultramid ® that maintains good physical and mechanical properties, as well as grades that provide increased strength, stiffness and conductive properties. BASF’s sizeable portfolio of materials can also be used for high voltage connectors and cables, as well as charging infrastructure. It contains grades that are nonhalogenated and non-red phosphorus flame retardant, as well as the only hydrolytically stable flame retardant polybutylene terephthalate on the market today. In addition, BASF’s Ultramid Advanced N solution has excellent mechanical properties at elevated temperatures, can withstand challenging media and maintain dimensional stability in humid environments because of its low water uptake. Another lightweight option ideal for electrification applications is Basotect ®. a flexible, open-cell foam made from a thermoset polymer. Its resistance to heat and fire will not only protect specific engine components, it will also shield surrounding parts that can’t withstand prolonged high temperatures. Automakers looking to electrify their fleet need solutions that rely on engineering plastics to protect delicate components from high temperatures and reduce overall vehicle mass, said Dalia Naamani-Goldman, e-mobility market segment manager, BASF Performance Materials Division North America. And for every pound that is shed, more range is added to the battery, which is significant in a market where the ability to go farther on a single charge is an important differentiator.
Important battery parameters
Manufacturers of batteries for electric vehicles have to balance many important requirements. As it is a mobile car, the weight and size of the battery are absolutely crucial. For this reason, researchers and manufacturers care about specific energy or energy density. this is the energy per unit of weight, or volume (i.e. Wh/kg or Wh/l).
Strom report on Tesla battery. Author: Strom- Report (Licence CC BY-ND 2.0)
The research race takes place towards the battery with the highest possible energy density. While some FOCUS on the energy density of individual battery cells, others on the other hand, FOCUS more on the density of the entire module, where the shape of the battery calls and their arrangement also come into play.
The number of charge and discharge cycles during which the battery can maintain its properties is also important as it indicates the overall battery life. Usually the batteries will last 1000. 1500 cycles, but there are already some batteries that withstand even 7000 charges.
And last but not least, the price is also important. So far it makes up about 30% of the total price of an electric car. Usually we come across the price per unit of energy. usually USD / kWh. In 2010 it was still 1100 USD/kWh, in 2019 it was only 156 USD/kWh. We could exceed the expected limit of 100 USD/kWh in 2024. This is the result of greater battery efficiency, higher energy density and better automation of production processes. It is the reduction of battery price that is expected to put the price of electric vehicles on the same level with the price of cars with a combustion engine.
Battery capacity and range
The most important thing of all. the capacity of the electric car battery and its range. depends on all the above-mentioned features.
Based on the available technology, the maximum specific energy of individual types of batteries is given and the effort goes towards balancing the weight, price and range. Batteries on the market today have capacities from 16 kWh (Mitsubishi and MiEV) to 90 kWh (Tesla S).
In general, lead batteries have a range of 30-80 km, nickel batteries up to 200 km, and lithium batteries 320-480 km. Regenerative braking, which can transfer energy from braking back to the battery and then use it again, can extend the range by 10-15% in normal city traffic and in extreme conditions by up to 50%.
Display of an electric car. Author: Motor Verso. (Licence CC BY 2.0)
Furthermore, the range of the batteries depends on many different factors, such as the weather. While in cars with an internal combustion engine the car is warmed by the heat generated by the engine, in electric cars it is necessary to sacrifice a part of the capacity of the battery to warm up. In extreme conditions switching on the air-conditioning reduced the range by up to 96 kilometers. And then of course, the range depends on the terrain, driving skills, weight and type of vehicle. in exactly the same way as it is for cars with internal combustion engines.
And then of course, the range depends on the terrain, driving skills, weight and type of the vehicle. in exactly the same way as it is for cars with internal combustion engines. If you are interested in the comparison between electric and combustion propelled cars from the cost perspective, you can find it here.
Battery lifespan
One of the most common concerns is the early loss of battery capacity and the need to replace the battery. However, the experience of most drivers has shown that this fear is unfounded for batteries with advanced battery management systems (BMS).
In addition to the BMS, the on-board charger and charging stations (power supply) also participate in the charging, and constantly communicate with each other so that the charging does not endanger the lifespan of the battery.
Nissan LEAF, which sold more than 250,000 cars between 2010 and 2016, only had to replace 0.01% of the batteries due to internal defects. Many cars covered more than 200,000 kilometers and retained 90% of the battery capacity during that time. Even after more than 160,000 kilometers, the Tesla Roadsters have retained between 80-85% of the capacity, regardless of the climatic zone in which they were used.
Nissan LEAF. Author: Jakob Härter. (Licence CC BY-SA 2.0)
Generally only a few cells in the battery of an electric car are defective, and they can be easily replaced thanks to the modular arrangement, and the battery can then continue to function without any problems. The Tesla Model S offers for its batteries a warranty of 8 years. In addition, it is estimated that lithium batteries together with solar panels have a lifespan of more than 20 years.
Many Roads To The Silicon Battery Of The Future
Still more thickening of the plot occurred last December 22, when Businesswire distributed a press release that apparently speaks for JCESR, Argonne, and Blue Current all at once. The release credits JCESR for enabling Blue Current to “develop a safe, solid-state battery that is ready for megawatt-scale manufacturing.”
The press release notes that Blue Current’s composite electrolyte eliminates the need for metal plates and bolts, and that the target market is electric vehicles.
“As part of rigorous safety testing, the company subjected its cells to harsh conditions that electric vehicles could encounter in the real world. Thermal runaway — an overheating event that can lead to fires — never occurred,” the release emphasizes.
Woke, Schmoke
To be clear, all of this is speculation. Take a look at NEO’s scientific advisory board to see more connections with other top universities in the US, any one of which could have a spinoff in play.
On the other hand, it would be deliciously ironic if Blue Current actually is the to-be-named spinoff hooking up with NEO. That’s because a branch of Koch Industries has put up the big bucks to launch Blue Current’s first factory, a 22,000-square-foot facility to be located in Hayward, California.
That would be the same Koch Industries upon which CleanTechnica has spilled plenty of ink, along with many other news organizations, involving the sprawling company’s fossil energy activities.
Various Koch family members have earned a reputation for fueling right-wing policy making up to and including the US Supreme Court. Koch Industries and its various other branches have also been reportedly funneling money into a multi-state effort to keep “woke capital” from funneling money into renewable energy ventures.
Nevertheless, last year Koch Strategic Platforms announced a 30 million investment in Blue Current.
Blue Current’s proprietary battery maximizes safety and performance, stabilizes temperature, and enables greater scalability across uses,” KSP noted in a press release dated April 22, 2022. “The fully dry high silicon elastic composite battery combines the mechanical properties of polymers with the ionic conductivity of glass ceramics.”
The announcement also cited KSP managing director Jeremy Bezdek, who said, “Solid-state battery technology will play a pivotal role in global energy transformation.”
“Our extensive diligence indicated that Blue Current has an advantaged intellectual property position that has the potential to be disruptive in the solid-state battery space,” Bezdek added.
It all makes sense when you consider that KSP has also invested in the startup REE, which plans to make waves with a flexible, skateboard-style electric vehicle platform.
Find me on LinkedIn: @TinaMCasey or Mastodon: @Casey or Post: @tinamcasey
Photo (cropped): New anode materials for a silicon battery courtesy of NEO Energy Materials.
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Former Tesla Battery Expert Leading Lyten Into New Lithium-Sulfur Battery Era:
Tina specializes in military and corporate sustainability, advanced technology, emerging materials, biofuels, and water and wastewater issues. Views expressed are her own. Follow her on @TinaMCasey and Spoutible.
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