NiMH No. 7 battery

Who has the best NiMH No. 7 battery reserve for new energy vehicle technology

Who has the best reserve for new energy vehicle technology? For this question, several names immediately come to mind: Toyota, GM, and Nissan.

Toyota: A respectable player

I have said that Toyota is a player who is fully prepared. As one of the first car manufacturers to explore new energy technology in the 1990s, it almost single-handedly promoted the global popularity of hybrid vehicles. In January 2017, Toyota's hybrid models had cumulative global sales of over 10 million.

With its deep understanding of hybrid technology, Toyota can almost easily enter pure electric models and hydrogen fuel cell vehicles, so when it comes to NiMH No. 7 battery technology reserves, Toyota is definitely one of the best among large manufacturers.

Tesla is likely to bet its future on photovoltaic batteries. It is true that Model 3 currently uses higher-energy nickel-cobalt lithium batteries, but it is estimated that Tesla has been focusing all its energy on the present since its establishment, and has no energy to make reserves. I feel that what you see is what you get, and it is even a bit overdrawn in the future, so it is not appropriate to talk about technical reserves.

Toyota is a company that doesn't make a move until the right time comes, but once it does, it's a big reserve. You can think of Toyota's new energy technology route reserve as a representative of the technology reserve in Japan's national strategy, so it can't be weak, after all, it can't fail.

GM: Toyota of America

If Toyota is a fully prepared player, then GM is Toyota of America.

According to Reuters, according to the latest data provided by the U.S. Patent and Trademark Office, from 2010 to 2015, GM obtained 661 U.S. patents in NiMH No. 7 battery technology, second only to Toyota's 762 U.S. patents.

In addition, there is another fact, that is, the world's first electric car was produced by GM. In 1990, GM's Impact concept car made a sensation around the world. In 1996, the EV1 designed based on Impact was the world's first mass-produced electric car.

At that time, Alen Cocconi, the chief designer of EV1, was the founder of ACpropulsion, which was also the first to try to use lithium batteries to drive cars. This suggestion was made by Martin Eberhard, one of the founders of Tesla, who later founded Tesla and built the Roadster with the Lotus sports car chassis based on the T-ZERO technology produced by ACpropulsion. It can be said that Tesla's early technology came from Alen Cocconi's team, from General Motors.

Just like Toyota found that electric vehicles had not yet ushered in a real era after RAV4 and switched to hybrid vehicles, GM also temporarily abandoned the pure electric route in the early 21st century and turned to extended-range hybrid.

The Volt released in 2007 is the world's first mass-produced extended-range hybrid car, and it began to be sold in the United States and other places in 2010. Speaking of this, it is also interesting to think of Toyota's hybrid, which forced the American and German systems to choose other paths when turning to EV through strict technical patent blockades. BMW also took the extended-range hybrid route, but the product was released later.

Anyway, if we only talk about history, GM is not inferior to Toyota and Tesla. If we talk about technological leadership, it may not be afraid, especially in the electric drive system. ACpropulsion was originally famous for designing electric drive systems. The original intention of the design and development of Voltec, which was launched in 2010, was to standardize and integrate the components in the electric drive system as much as possible, while being flexible and compatible with a variety of electric drive forms, so the name of this platform was originally called E-FLEX.

At present, Voltec has developed the second-generation product, which has higher integration and complexity than Toyota's THS and Honda's IMMD, and therefore has stronger compatibility.

In terms of integration, the second-generation Voltec deeply integrates the motor controller and the electric drive system, which can reduce connectors and wiring harnesses, reduce costs, and improve the safety of high-voltage systems.

In terms of compatibility, Voltec's EVT electronically controlled intelligent continuously variable transmission controls the coordination of two sets of clutches and dual planetary gears (Toyota THS has only one set of planetary gears and has set up strict patent protection for it, so its peers can only compete in high dimensions), generating multiple power distribution and output modes, forming multiple proportions of engine output and motor output superposition, and can achieve pure electric (Blot), extended range (Buick VELITE5 extended range hybrid), plug-in hybrid (Cadillac CT6), hybrid (Buick LaCrosse hybrid) and other drive forms. With the application of multiple models and the increase in sales, the cost of the entire parts will be greatly reduced, such as molds, production lines and R&D costs will be greatly reduced, accelerating market popularization.

After talking about electric drive, we should talk about NiMH No. 7 battery energy.

Let's talk about Toyota first. Toyota's Mirai is the world's first mass-produced FCV (hydrogen fuel cell vehicle). It ranks first in the world in the number of patents in fuel cells, and the number of related patents in Japan far exceeds that of the second-ranked company (hydrogen energy technology is one of the technologies that Japan has invested in with all its national strength).

But! The world's first hydrogen fuel cell car was made by GM!

It was 1966, when GM made the world's first hydrogen fuel cell car, and the reason was still political. Knicks' moon landing plan involved a lunar rover, which required the development of hydrogen fuel applications in vehicles, so the GM team spent ten months to make this Electrovan, with a maximum speed of 120 kilometers per hour, an acceleration of 30 seconds per 100 kilometers, and a range of 240 kilometers. Of course, this car was not mass-produced, and the birth of GM's next fuel cell car was almost half a century later.

In 2000, GM Opel released a HydroGen1 at the Geneva Motor Show, with a range of 400 kilometers, a maximum speed of 140 kilometers per hour, and an acceleration of 16 seconds per 100 kilometers. This HydroGen series has been released to 4.

Later, GM cooperated with the US military and delivered the first fuel cell-powered truck to the US military in 2005-a modified Chevrolet Silverado. However, this batch of trucks was only used for transportation.

However, in this field, GM has not seriously developed any mass-market products. When announcing its electrification strategy in October last year, it mentioned that it would continue to develop hydrogen fuel cell models. Before that, in February 2017, GM and Honda established a joint venture to jointly develop mass-produced hydrogen fuel cell products.

Unlike Toyota, which has developed Mirai, GM does not have any mass-market models in this regard, and it is impossible to judge the technical advantages and disadvantages. However, starting from the truck platform, I don’t know whether it is pessimistic about the prospects or intends to find another way. The reason for abandoning the EV project was pessimistic about the prospects, and it was criticized by the industry.

In terms of batteries, GM seems to have never been as active or radical as Toyota, perhaps because of national strategy.

However, under the efforts of the Chinese government, GM has also begun to pay attention to this matter and invested in a NiMH No. 7 battery factory in China. The NiMH No. 7 battery factory in Jinqiao, Shanghai is GM’s second factory in the world. In January this year, GM CEO Mary Barra publicly stated that GM will achieve profitability of EV models in 2021.

When reporting this news, Reuters also called this statement quite bold. According to Reuters, GM's plan is mainly based on reducing NiMH No. 7 battery costs and expanding scale, and one of the biggest driving forces is this NiMH No. 7 battery factory in China.

The answer is a big beton combining proprietary NiMH No. 7 battery technology, low-cost, flexible vehicle design and high-volume production mainly in China, according to six current and former GM and supplier executives and six new dusty experts interviewed by Reuters.

When it comes to the advantages of its new NiMH No. 7 battery technology, GM mainly expressed two points to Reuters. The first is to reduce the proportion of cobalt and expand the proportion of nickel; the second is that it has considerable patented technology in NiMH No. 7 battery thermal management and energy distribution, which is expected to reduce the cost of batteries by more than 30%, from $145 per kilowatt-hour to less than $100 in 2021.

Is this perhaps the reason why GM confidently claims to be profitable in 2021?

Nissan: Leaf in hand

The reason why Nissan appears in this "intuitive list TOP3" is that Leaf is currently one of the best-selling electric vehicles in the world.

Nissan's NiMH No. 7 battery technology accumulation doesn't seem to have any special reputation, probably because they are only the second in the industry. The first is Panasonic, yes, that is, Tesla and Toyota have chosen to cooperate with Panasonic, the world's number one NiMH No. 7 battery.

Nissan established AESC (Automotive Energy Supply Corporation) in a joint venture with NEC in 2007. After several years of development, AESC's market share reached 21% in 2014, second only to Panasonic. In 2017, Nissan sold AESC to China Jinshajiang and began to use NiMH No. 7 battery products from external suppliers, such as LG and CATL.

Making batteries is a laborious and expensive job, and the NiMH No. 7 battery technology route is also very changeable. For example, AESC is engaged in lithium iron phosphate batteries. This route has gradually gone downhill since 2013, and everyone is engaged in ternary lithium batteries. So if the OEM wants to make batteries themselves, they really need to be fully prepared and ready to switch at any time - for example, they are now going to make solid-state batteries, hydrogen fuel cells, etc.

Then let's briefly mention Leaf. In fact, Nissan's E-power is also worth studying.

Just recently, in order to celebrate the cumulative sales of Leaf in Japan reaching 100,000 units, Nissan launched a convertible version of Leaf, which looks cool and has a range of 400 kilometers. Leaf has always been ranked in the top three in the global electric vehicle sales list (it was No. 1 before 2015, and was squeezed out by ModelS since 2015). As of January this year, global sales exceeded 300,000 units, with a global market share of more than 10%.

As an economical pure point product, in order to strengthen the promotion of Leaf, Nissan has come up with many ideas to enhance the cost-effectiveness, such as NiMH No. 7 battery leasing projects, to lower the threshold for consumers to buy cars and use them. This is also unique among major car companies. So compared with GM and Toyota, Nissan not only pays attention to batteries, products, etc., but also pays more attention to consumers' user experience. This is a different tendency, leading to different styles of enterprises.

Leaf is not Nissan's first electric car. The first one is Altra, which was released in 1997 and provided to some company fleets in California and Japan from 1998 to 2001. Only 200 units were produced. The prototype of Altra is Nissan R'nessa. In 2009, based on the Tiida platform, Nissan launched the LEAF concept car EV11.

Nissan's early attempts were similar to the above two. But perhaps because Leaf sold well (it seems to have something to do with the timing), Nissan has always insisted on accumulating technology and experience in the field of electric vehicles through Leaf. Although Leaf is not a brand-new car designed based on NiMH No. 7 battery structure and electrical architecture requirements, but is modified from an old oil car, after many generations of adjustment and optimization, the Leaf platform has been able to better play the advantages of electric drive.

The alliance between Nissan and Renault is also very beneficial to strengthening Nissan's advantages in the field of new energy.

Speaking of technology accumulation, it feels that Nissan is more inclined to establish advantages and accumulate experience in science and technology intelligence. This is not the same latitude.

While GM and Toyota are vigorously conducting autonomous driving tests, Nissan has come up with a unique B2V brain control technology. I was very excited when I saw it last year. I mentioned it in my report on the Tokyo Motor Show. This is definitely the most forward-looking black technology, no doubt about it, and it is even more cutting-edge than the brain-computer interface technology that Musk wants to develop - but this technology seems to be very far away from being implemented. After all, there is still a long way to go before scientists can successfully reverse decode the brain.

In summary, Nissan's writing is relatively simple, but in fact, there are still many topics to talk about when it is combined with Renault. GM and Toyota are obviously national teams. Whether it is the choice of electrification route or the layout of autonomous driving, it is not just a reflection of corporate will.

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