At a recent technology sharing meeting, Hozon Motors, one of the new car
brands, shared the three major technical dimensions currently covered by its
products, including three-electric systems, intelligent driving, and what the
official calls "... Emotional care” smart cockpit. Among them, in the sharing of
the three-power system, this start-up car company boldly chose the NCM811
ternary lithium battery that is currently hotly discussed in the industry on the
battery technology route. Regarding this choice, the official also gave a
multi-dimensional explanation. As well as speculations on the route of battery
technology selection in the next market.
What is NCM811 ternary lithium battery?
Regarding the lithium iron phosphate and ternary lithium batteries used in
new energy vehicles, they are two types of battery technology routes that we
have often popularized and compared in the past few years. Since 2017, the
current global new energy vehicles have completely switched from lithium iron
phosphate to ternary lithium. To this day, the former has almost become a loser
in the technological process, and the market has been completely replaced by
ternary lithium. Occupied by the battery.
NCM811 is one of the most cutting-edge development routes for ternary
lithium batteries. NCM represents its main components nickel (Ni) cobalt (Co)
manganese (Mn), while 811 represents the ratio of the three components 0.8:0.1
:0.1. Before NCM811, 523 and 622 ratios were the main ternary lithium battery
production routes in the market. The core of choosing the ratio was to increase
the content of nickel (Ni) and reduce the content of cobalt (Co). At a technical
level, higher nickel can meet the larger discharge ratio and relative density
(specific capacity) of the battery core, but the most critical thing is to make
the cost of the battery core lower by continuously reducing the cobalt
content.
In the past few years, the global price of cobalt has broken through the
ceiling with the explosion of the new energy vehicle market. This has also made
it difficult to reduce the cost of battery pack manufacturing (and even the
possibility of malicious monopoly), which has also restricted vehicle terminals.
Selling price. From the perspective of battery manufacturers to car companies,
how to reduce dependence on cobalt is the key to controlling the entire cost
chain. Therefore, the 811 ratio has become the ternary lithium battery route
that everyone yearns for. Is this a step that can be buried? Success equals risk
and reward.
You can compromise on everything, except "safety"
The advantages and disadvantages of various ratios of ternary lithium
batteries are not the focus of this issue. Let’s jump directly to the core link
- what are the pain points in the mass production application of NCM811
batteries? In fact, the most critical thing is how to control the high nickel (
Ni) safety issues under the ratio, which is why many car companies dare not
choose NCM811 ternary lithium batteries. Considering safety is the bottom line
for all car companies in the process of evaluating technology advancement.
Stability, thermal runaway and cycle life are three problems surrounding
the historical issues of NCM811 batteries, and also directly involve key product
reliability when applied to new energy vehicles. In the past, for safety
reasons, car companies still tended to choose a conservative 523 or 622 ratio
when choosing ternary lithium batteries. Even a few years ago, the safety risks
of NCM811 batteries failed to pass the country's mandatory safety
certification.
However, as more and more domestic battery companies and car companies
invest in the research and development and testing of NCM811 batteries, their
safety control has also been significantly improved in the past two years. In
addition, policies have increased the energy density requirements of battery
packs. As NCM811 continues to rise, it has become an unavoidable route, and it
is only a matter of time before it enters the market on a large scale.
Strengthening production and strengthening battery system management have been
left to battery manufacturers and car companies respectively.
The Hezhong U, which just debuted at the Shanghai Auto Show, has announced
that it will use NCM811 ternary lithium batteries. At the technical
communication meeting, Deng Xiaoguang, deputy director of the Hezhong Automotive
Engineering Institute, also highlighted the courage to choose this battery route
at this point in 2019. necessary and ensure the highest safety level standards.
As all new energy vehicle companies are pursuing the issue of "lightweight
battery systems", NCM811 batteries are also a technology development trend.
In addition, he also mentioned that in order to meet the energy density and
lightweight of the battery system, the NCM811 battery can also be used with
targeted PACK packaging technology to achieve "increased capacity and weight
reduction". On the Hezhong U model, the energy density of its battery pack is
Reaching 180wh/kg also allows its comprehensive cruising range to exceed 500km.
This battery life result is inseparable from the help of NCM811 battery, and
there is even more room for improvement in the next few years.
Disappearance of subsidies and changes in battery technology route
The choice of battery route has always been strongly related to government
subsidies. The decision to abandon lithium iron phosphate and choose ternary
lithium is also due to the subsidy requirements and transfer of energy density.
In the 2019 subsidies, the increase in the threshold for vehicle energy
consumption coefficient also prompted the choice of battery technology route to
continue to shift towards low energy consumption and high density. But
everything has two sides. There are also rumors currently suggesting that after
subsidies are completely stopped next year, car companies will return to the
direction of "cost and benefit". At present, when the price of cobalt remains
high, since there is no inducement of "subsidy", will you go back and choose
lower-cost lithium iron phosphate batteries?
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