CATL launches C2C and "rare metal-free batteries"

CATL is planning two major black technologies. One is C2C (Cell to chassis), which is the integrated design of battery and chassis. The other is the next-generation "rare metal-free battery" - not only is it cobalt-free, but even nickel can be replaced (of course not lithium iron phosphate batteries), thereby reducing costs and further improving battery life.

Regarding the progress of C2C, Meng Xiangfeng, assistant to the chairman of Contemporary Amperex Technology Co., Ltd., revealed to Electric Vehicle Observer that they are currently conducting joint development with car companies. The specific time to market depends on the customer's product planning and is currently in the research stage.

Meng Xiangfeng, Assistant to the Chairman of Contemporary Amperex Technology Co., Ltd.

On August 15, the "China Automotive Forum" was held in Shanghai. At the meeting, Meng Xiangfeng, assistant to the chairman of Contemporary Amperex Technology Co., Ltd., introduced CATL's layout and achievements in battery cell and material research and development, battery system integration methods, and the challenges brought about by the rise of the European new energy vehicle market.

1. Layout of C2C and "Rare Metal-free Batteries"

In CATL's view, the current shortcomings that affect consumers' purchase of new energy vehicles are mainly six major issues: high purchase cost, mileage anxiety, weak battery environmental tolerance, long charging time, product safety and low value retention rate.

(1) Basic research and integrated design to solve problems such as cost and endurance

In terms of solving the performance, cost and endurance of the entire vehicle, CATL mainly makes breakthroughs in basic battery research, material levels and integrated design.

In terms of basic research, CATL has established the 21C Innovation Laboratory, which focuses on basic research and cutting-edge research. Key research areas include metal lithium batteries, sodium-ion batteries, all-solid-state batteries, lithium-ion battery intelligent design, and non-destructive testing technology development.

In terms of material systems, CATL has achieved the optimization of ternary materials through a highly general computing and simulation platform. Currently, the ternary system has gradually matured. The next step is to transfer the same computing method to the development of the next-generation battery material system.

In terms of integrated design, around 2017, CATL applied C2P technology to lithium iron phosphate battery packs; in 2019, it further optimized and applied this technology to ternary battery packs. This technology can reduce the number of components to 40% and increase the volume energy density to 50%.

CATL will further optimize and integrate, from C2P to C2C. The entire battery system design and the chassis of the vehicle must be highly integrated to save more intermediate links. At the same time, this design must be integrated with the vehicle's motor and its controller, high-voltage system, DCDC, and on-board charger to further improve volume utilization and increase energy density. This generation of models has been developed with customers, and its range can reach 800-1000 kilometers.

(2) Improvements to the battery body to solve the problem of poor low-temperature performance

In order to solve the problem of poor low-temperature performance of electric vehicles, CATL has made improvements in the battery body. First, the low-temperature performance of the battery body is improved by optimizing the positive electrode, negative electrode and electrolyte. On the other hand, the internal resistance of the battery itself and the integrated optimization of the motor controller are used to realize the function of self-heating using the internal resistance of the battery. This self-heating utilizes the existing structure of the battery body and the controller, without increasing any hardware costs, but only optimizing the control system. Compared with external heating of the battery, the heating efficiency is increased by 4 times, and the heating rate can reach more than 2 degrees per minute.

In addition, the heating is more uniform, the temperature gradient is reduced from 40 degrees to 10 degrees, and the uniformity is more perfect. Meng Xiangfeng said that they have been doing some verification work with the OEM before the mass production of the vehicle.

(3) Develop long-life batteries to solve degradation and low residual value

In response to the problem of battery attenuation and the low residual value of used cars, we have developed long-life batteries. Through the replenishment process, the battery life can be increased to more than 100 million cycles, which can extend the life of electric vehicle batteries beyond the life of the car. In this way, cascade utilization has truly become a feasible technical solution, instead of the current cascade utilization that is only a concept. Only when the battery has a truly long life and high reliability can its cascade utilization become a reality.

Meng Xiangfeng said that they have now applied this technology to the current energy storage power station. This technology has been applied to the Jinjiang Energy Storage Power Station in Fujian, and it is currently running well. "We hope that this battery can be used in the next car after the vehicle is scrapped, and after the next car is scrapped, it can also be applied to base stations and power sources for cascade utilization. In this way, we can kill two birds with one stone and reduce the cost of the battery for the whole vehicle."

Regarding the safety issues of new energy vehicles, Meng Xiangfeng believes that the causes of safety issues of new energy vehicles are complex, with both internal and external factors. From the perspective of the battery itself, breakthroughs should be made in the thermal stability of materials, the high voltage resistance of single cells, and the overcharge resistance technology. At the same time, from the perspective of system integration, the focus should be on preventing the thermal diffusion of the system. The internal short circuit caused by the manufacturing of single cells is currently difficult to completely avoid, but the probability of accidents can be reduced through technological improvements.

Regarding the problem of heat diffusion, Meng Xiangfeng said that CATL has now achieved a battery system without heat diffusion through the design of the battery pack. Even if a thermal short circuit occurs in a single cell and failure occurs, the entire battery pack will not burn.

(4) Next-generation technology reserve: “Rare metal-free battery”

Meng Xiangfeng said that in terms of next-generation technology reserves, CATL, in addition to solid-state batteries and cobalt-free batteries, is also planning a next-generation "rare metal-free battery". Not only is it cobalt-free, but even nickel can be replaced. In this way, the battery life of the entire vehicle can be further improved and the cost of the entire vehicle can be greatly reduced.

2 This year, the European market may surpass China

Meng Xiangfeng believes that the overall situation of new energy vehicles in China this year is not optimistic. The industry development faces many difficulties. The sales volume of new energy vehicles in China in the first half of the year fell by 44% year-on-year. China's long-term leading position in annual production and sales has encountered challenges this year. Europe's sales in the first half of this year increased by 50% year-on-year to 400,000 vehicles, surpassing China in the first half of the year. "Looking at the whole year, the probability of surpassing China is very high."

Since 2018, domestic subsidy policies have been declining. In contrast, in order to boost the development of the new energy vehicle industry, Europe has continued to increase subsidies in the past two years. At present, the maximum subsidy for domestic passenger cars is about 20,000. However, in Europe, Germany and France, the maximum subsidy per vehicle has reached 9,000 euros and 7,000 euros, which is far higher than that in China, boosting the rapid growth of new energy vehicle production and sales in Europe.

In terms of restrictive policies, in order to fulfill the "double credit policy" and "carbon emission regulations", OEMs in China and Europe have to promote new energy vehicle products and technologies.

In terms of dual-credit regulations, China has clarified the credit ratio by 2023 this year. Europe clarified carbon emission regulations as early as 2014-2018.

Source: CATL ppt

Meng Xiangfeng believes that there are two differences between China and Europe: 1. The European carbon emission regulations set medium- and long-term goals; 2. The goals are relatively strict and demanding, and the OEMs have already determined that if they do not develop new energy vehicles, they will not be able to meet the regulations. European OEMs, Volkswagen, Mercedes-Benz and other companies are determined. In fact, subsidies are only one aspect of their stimulus. The most impressive thing for OEMs is the pressure caused by carbon emission regulations.

Even many countries have already started plans to ban the sale of fuel vehicles, such as Japan and Germany, whose sales ban targets are by 2050. However, Zeng Yuqun, chairman of CATL, said at the "12th China Automotive Blue Book Forum" that he believes that the actual speed of these countries may be much faster than this.

Zeng Yuqun, Chairman of CATL

Zeng Yuqun believes that car companies are now very active in the layout of electrification, and it is constantly changing. Many car companies hope to build a platform that can be used for both fuel vehicles, HEVs, PHEVs, and electrification. He hopes that his platform can be shared and used.

Therefore, foreign OEMs have made great efforts in the field of new energy vehicles.

In terms of industrial investment, in 2017, China's investment in the entire new energy vehicle industry chain was 7 times that of Europe, but the investment growth rate of Europe's new energy vehicle industry chain increased significantly in 2019. By 2019, Europe's investment in the new energy vehicle industry chain was 3 times that of China, and the investment trend of the industry also underwent a relatively large reversal.