High nickel transformation of power lithium battery -Lithium - Ion Battery Equipment
The level of battery energy density is becoming an important factor determining the direction of subsidies for new energy vehicles. The subsidy of "low price retreat and high price rise" has promoted the upgrading of batteries and their materials. The ternary high nickel materials with high energy density and relatively stable price have become the best choice for battery enterprises. Ternary materials are gradually evolving towards high nickel. Many battery enterprises, such as Shenli Battery, Bike Battery, Yiwei Lithium Energy, Far East Foster, have developed or mass produced high nickel products. Although the high nickel new material system has the advantages of performance, efficiency and policy support, the compatibility and safety of core materials hinder the large-scale application of high nickel batteries. How does the energy storage industry promote the transformation of high nickel power batteries?(Lithium - Ion Battery Equipment)
Model 811 stands out
It is understood that according to the different proportion of nickel, cobalt and manganese consumption, ternary batteries can be divided into 111, 333, 523, 622, 711 and 811. The higher the nickel content, the greater the space for the energy density to rise. In 2017, China's power battery market was dominated by Type 111 and Type 523.
"In recent years, the requirements of the domestic market on the endurance and mileage of electric vehicles have been constantly improving, leading to higher requirements on the energy density of power batteries. Taking a high nickel three-way route has gradually become the common choice of mainstream vehicle enterprises." Zhao Jun, the general manager of the Strategic Management Center of Ningbo Rongbai New Energy Technology Co., Ltd., said, "At the same time, the change of the main policy has also promoted the high nickel ternary battery to occupy a place in the market."
According to the New Energy Vehicle Promotion Subsidy Scheme and Product Technical Requirements implemented since June this year, the subsidy coefficient is closely linked to the energy density. Pure electric passenger vehicles want to get 1.2 times the subsidy, and their system mass energy density ratio needs to be greater than 160Wh/kg.
According to the Catalogue of Recommended Models for the Promotion and Application of New Energy Vehicles (the 12th batch in 2018) released by the Ministry of Industry and Information Technology on December 3, the mass energy density ratio of most systems is 130-150Wh/kg, with the upper limit of 161Wh/kg. This is far from the goal clearly put forward in the Action Plan for Promoting the Development of the Automotive Power Battery Industry, the Medium and Long term Development Plan of the Automotive Industry and other documents that "by 2020, the specific energy of China's single power battery should reach more than 300wh/kg, and strive to achieve 350wh/kg, the specific energy of the system should reach 260wh/kg, and the cost should be reduced to less than 1 yuan/watt hour".
Industry insiders believe that with the existing technical conditions, lithium iron phosphate and cathode materials below 622 can hardly meet the above requirements.
"At present, the transition from Type 523 to Type 622 is of little significance. Most battery enterprises choose to start Type 811 directly." Said Yang Yanfu, an analyst with Beijing Gunshi Investment Company.
The turning point of mass production has arrived
Since the second half of 2017, the layout of domestic power battery enterprises in the 811 battery has been significantly accelerated. Power battery enterprises such as Lishen Battery, GP Energy and Far East Foster all said that they had basically completed the process from product technology breakthrough to small batch production, and then to customer sample submission for certification and testing.
Bike battery is the best among them. At present, most of its 811 products have been mass produced, accounting for more than 50% of the power battery shipments, and are used in many pure electric vehicles such as Leadtur, Condi, Xiaopeng, JAC Volkswagen and Zero Sport; The 18650-3.0Ah high energy core product released in May this year has a unit specific energy of 250Wh/kg and a capacity of 5.5GWh.
BYD and Ningde Times, the two giants in the power battery industry, plan to launch 811 battery products next year.
"The turning point of mass production of high nickel power batteries has come." Yang Yanfu believed that "by increasing the proportion of nickel, not only can the energy density of batteries be improved, but also the use of cobalt is reduced, and the pressure caused by the rising price of ternary materials is eased in terms of cost.
Model 811 stands out
It is understood that according to the different proportion of nickel, cobalt and manganese consumption, ternary batteries can be divided into 111, 333, 523, 622, 711 and 811. The higher the nickel content, the greater the space for the energy density to rise. In 2017, China's power battery market was dominated by Type 111 and Type 523.
"In recent years, the requirements of the domestic market on the endurance and mileage of electric vehicles have been constantly improving, leading to higher requirements on the energy density of power batteries. Taking a high nickel three-way route has gradually become the common choice of mainstream vehicle enterprises." Zhao Jun, the general manager of the Strategic Management Center of Ningbo Rongbai New Energy Technology Co., Ltd., said, "At the same time, the change of the main policy has also promoted the high nickel ternary battery to occupy a place in the market."
According to the New Energy Vehicle Promotion Subsidy Scheme and Product Technical Requirements implemented since June this year, the subsidy coefficient is closely linked to the energy density. Pure electric passenger vehicles want to get 1.2 times the subsidy, and their system mass energy density ratio needs to be greater than 160Wh/kg.
According to the Catalogue of Recommended Models for the Promotion and Application of New Energy Vehicles (the 12th batch in 2018) released by the Ministry of Industry and Information Technology on December 3, the mass energy density ratio of most systems is 130-150Wh/kg, with the upper limit of 161Wh/kg. This is far from the goal clearly put forward in the Action Plan for Promoting the Development of the Automotive Power Battery Industry, the Medium and Long term Development Plan of the Automotive Industry and other documents that "by 2020, the specific energy of China's single power battery should reach more than 300wh/kg, and strive to achieve 350wh/kg, the specific energy of the system should reach 260wh/kg, and the cost should be reduced to less than 1 yuan/watt hour".
Industry insiders believe that with the existing technical conditions, lithium iron phosphate and cathode materials below 622 can hardly meet the above requirements.
"At present, the transition from Type 523 to Type 622 is of little significance. Most battery enterprises choose to start Type 811 directly." Said Yang Yanfu, an analyst with Beijing Gunshi Investment Company.
The turning point of mass production has arrived
Since the second half of 2017, the layout of domestic power battery enterprises in the 811 battery has been significantly accelerated. Power battery enterprises such as Lishen Battery, GP Energy and Far East Foster all said that they had basically completed the process from product technology breakthrough to small batch production, and then to customer sample submission for certification and testing.
Bike battery is the best among them. At present, most of its 811 products have been mass produced, accounting for more than 50% of the power battery shipments, and are used in many pure electric vehicles such as Leadtur, Condi, Xiaopeng, JAC Volkswagen and Zero Sport; The 18650-3.0Ah high energy core product released in May this year has a unit specific energy of 250Wh/kg and a capacity of 5.5GWh.
BYD and Ningde Times, the two giants in the power battery industry, plan to launch 811 battery products next year.
"The turning point of mass production of high nickel power batteries has come." Yang Yanfu believed that "by increasing the proportion of nickel, not only can the energy density of batteries be improved, but also the use of cobalt is reduced, and the pressure caused by the rising price of ternary materials is eased in terms of cost.
