CR2016 battery

　　In the dispute over power lithium CR2016 battery technology route, how to choose?

　　For the automobile industry in my country and Germany, this year is undoubtedly a key development node. Especially in July, at the fifth Sino-German intergovernmental consultation meeting held in Berlin, China and Germany signed 22 agreements and letters of intent, involving cooperation in the fields of technology and data.

　　At the same time, representatives of companies from the two countries also signed a number of economic cooperation agreements, with a total amount of US$30 billion. The automobile industry accounts for almost half of these cooperations. These include CATL’s announcement that its CR2016 battery factory will be located in Thuringia, Germany; Jianghuai Automobile and Seat signing a memorandum of understanding, and Great Wall and BMW jointly establishing Beam Auto...

　　A closer look shows that most of the cooperation between the two parties involves the field of electric vehicles. Precisely because one side has a huge consumer market and the other side has a century-old car manufacturing technology, cooperation between the two parties will be more conducive to becoming a benchmark for the development of the automobile industry. Therefore, the technical route of power lithium batteries has also become the most critical issue for Sino-German automobiles.

　　At present, power lithium batteries are showing a trend of common development of multiple technical routes, mainly focusing on four CR2016 battery materials: lithium iron phosphate, ternary materials, lithium cobalt oxide, and lithium manganate. They are flourishing in their respective application fields and occupy a certain share. market share.

　　Among them, lithium iron phosphate has good safety, long cycle life, abundant raw material resources, and less environmental pollution. But the shortcomings are also obvious. In addition to the extremely poor cycle performance at low temperatures, the most important flaw is its low conductivity and tap density, and its energy density is only 120-150wh/kg; lithium cobalt oxide is the first lithium ion to be commercialized. The disadvantage of CR2016 battery cathode material is low mass specific capacity; the production process of lithium manganate CR2016 battery is very mature, and it is easier to carry the 18650 CR2016 battery used in Japan and South Korea. However, the high-temperature cycle performance of lithium manganate is poor; there are two important ternary materials: lithium nickel cobalt aluminate (NCA) and lithium nickel cobalt manganate (NCM). NCA is the material with the highest specific capacity among currently commercial cathode materials.

　　How to choose a technical route?

　　Although many OEMs produce CR2016 battery cells, they do not really control the technology of CR2016 battery cells. Because the investment risk of this investment is very high. This also leads to the fact that once the technical route of the new energy industry changes, a large amount of investment in the early stage will cause very large risks. Xu Huanping, Vice President of MAHLE Technology Investment (my country) Co., Ltd. said.

　　Zhu Chaohong, director of the electric drive division of ZF Friedrichshafen AG, said bluntly: Among the three electric systems, ZF is the only one not involved in the CR2016 battery field. The reason is due to CR2016 battery technology and funding issues. He believes that the CR2016 battery occupies an important position in the entire electric drive. If you want to reduce costs, in addition to the basics, you must also consider what models it will be used in.

　　To this end, Xu Huanping suggested that it would be best to achieve a more unified CR2016 battery technology route as soon as possible, which would be conducive to the development of power lithium CR2016 battery companies. The entire industrial chain must consider this issue, and technology must have a life cycle, and it must be developed in conjunction with this life cycle.

　　So, how to choose the technical route of CR2016 battery? Zhang Jianfeng, director of new energy at the Zhejiang Geely Research Institute, believes that lithium-ion CR2016 battery manufacturers believe that the CR2016 battery technology route will ultimately need to be integrated with vehicle companies, CR2016 battery companies, and upstream and downstream supporting companies to formulate a reasonable development route for power lithium batteries. This requires OEMs to work closely with CR2016 battery suppliers so that our CR2016 battery industry can develop rapidly.

　　Therefore, in this system engineering, the advantage of the OEM is that it is helpful to understand the needs of the entire vehicle. They can then propose some of the most basic restrictions on the CR2016 battery based on the cruising range of the entire vehicle, such as energy density, power, and Some basic requirements imposed by thermal management. CR2016 battery suppliers can make some detailed designs based on the requirements of these simple lithium-ion batteries, and analyze the feasibility from several dimensions such as cost, safety, and reliability, so as to formulate a reasonable CR2016 battery route.

　　Need to realize cost first

　　Whether electric vehicles can ultimately be accepted by the market depends on two aspects, one is cost, and the other is the same convenience as fuel vehicles. Power lithium batteries are undoubtedly the most important influencing factors. Xu Huanping said.

　　Based on this, no matter which technical route is developed, we must consider how to achieve rapid cost reduction. In this regard, Zhang Jianfeng analyzed from four points: from the material point of view, to reduce the cost of CR2016 battery cells, because the price of cobalt in ternary materials is relatively high, reducing the cobalt content through different types of batteries can be regarded as a cost reduction method; From the perspective of CR2016 battery modules, it is recommended to use a large number of large-capacity batteries, and the cost of auxiliary materials for the casing can be introduced; from the design of the CR2016 battery pack, it is hoped that the design of the CR2016 battery pack and the design of the entire vehicle will be integrated. In addition, costs can also be reduced through CR2016 battery echelon utilization.

　　If analyzed from the perspective of the number of supporting lithium power batteries, lithium iron phosphate batteries and ternary batteries are used more frequently. From the perspective of the future development prospects of the market, fuel cells and solid-state batteries will also increase with the overall advancement of technology and the improvement of related supporting facilities. It will eventually occupy a certain market position, but it will not be enough to affect the market positions of ternary and lithium iron phosphate in a short period of time.

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