6F22 carbon battery

　　Where are the trends in vehicle power 6F22 carbon battery technology?

　　The 6F22 carbon battery industry has attracted hundreds of billions of dollars. Where does the golden compass point? The 2018 China International 6F22 carbon battery and Electric Technology Development Summit Forum was held in Shanghai on April 20-21. This conference was organized by: First Lithium Power Grid, First Electric Vehicle Network, China Charging Pile Network, 6F22 carbon battery Hundreds Meeting, and Heli Exhibition co-organized the same period: China International Electric Vehicle and Charging and Swapping Technology Summit Forum. More than 40 guests attended the conference to give speeches and share, and more than 500 guests attended.

　　Good morning everyone, I am Guoneng Battery from Beijing. Today’s topic is the development progress of high-performance batteries. The four parts I want to talk about today are the first background introduction, the second talk about the product technology route, the third focus on the design of high-performance batteries and related progress, and the fourth talk about the planning and development of Guoneng battery research and development. Overall production capacity.

　　First, let’s talk about the overall new energy power background. With the derivation of national policies, environmental pollution is becoming more and more serious, and our demand for new energy vehicles is growing. Statistics show that the number of new energy vehicles increased from 740,000 in 2009 to 2015. From 2.16 million vehicles in 2025, the global number of new energy vehicles will reach 6.6 million in 2025. Sales of new energy vehicles will increase significantly in the next ten years. From the perspective of this model in the new energy market, passenger cars are mainly occupied by the three-element system. The dedicated ternary system is relatively large, and the ternary system is currently the main one. With the national policy to 300WH/KG in 2020 and the cost reduced to one yuan per watt hour, the current battery system ideas of each company are similar. The earliest one is Using LFP+carbon graphite as the volume of 110-160WH/KG, as the energy density becomes higher and higher, the energy density of the ternary positive and negative electrode system does not meet people's requirements. As the requirements become higher and higher, the system is constantly changing. , followed by slowly NCM+carbon to 16O-220WH/KG, and filtering to rich lithium+silicon 260-350WH/KG. At present, it can basically meet the requirements of the national policy in 2020. Finally, there are some cutting-edge ones. The system we are in now At present, research is still based on the ternary system, or ternary and graphite or silicon carbon.

　　Our company's technical route, last year's system was 160WH/KG, this year's system is to achieve 180WH/KG. Last year's ternary system was mainly 523 and graphite systems, and now this year it is slowly switching to 622 graphite and silicon carbon systems. If we further develop silicon-carbon systems with high cracking pressure, we will definitely switch to all-solid-state batteries in the future. This is the battery development roadmap.

　　If we use the silicon carbon system as the technical route for the negative electrode, we will first launch the 622 silicon carbon system with 260WH/KG this year, and the 622 silicon carbon system with the positive electrode and negative electrode. In 2019, we are preparing to launch 280WH/KG to reach 300WH in 2020. /KG requirements.

　　Let me talk about the silicon anode. There has been a lot of research on this. Now it is difficult for graphite to reach the national requirement of 300-350WH/KG. Therefore, there is more research on silicon anodes. We know that the silicon material has a great advantage in terms of passenger capacity. It is relatively high, about 10 times that of conventional negative electrodes. At the same time, the platform is also graphite paste, which has better safety performance than graphite. It has some fatal shortcomings. There is a 300% volume change during the process of delithiation and lithium insertion. The volume change of graphite is about Around 10, it causes the active material to crack and pulverize, so our battery has a big difficulty, the problem of suppressing the volume expansion of the silicon anode. What problems will the volume expansion cause? During this charging and replacing cycle process, the material will be pulverized and peeled off. At the same time, the SEI film will be formed and have an impact on electrolysis consumption. So how do we now solve the problem in the application process of silicon anodes, mainly from two aspects? Consider that the first one is from the perspective of the material itself. This is a problem that material manufacturers and battery manufacturers work together to overcome. Now when it comes to improving materials, from the perspective of material synthesis, the main route now is to nanoscale silicon, mainly 0-dimensional, 1-dimensional, 2-dimensional, and 3-dimensional. The 0-dimension is mainly for making nanoparticles, which must be smaller, the 1-dimension is for nanowires, the 2-dimension is for nano-films, and the 3-dimensional porous structure.

　　The second is to make the package solid, which will be covered with silicon carbon. The first is to leave some buffer for expansion, mainly to improve the conductivity of lithium batteries through some metal doping. From the perspective of a battery company, how to make good use of this material? How to use it well in batteries? There are some related supporting connectors. How to suppress the expansion of silicon during circulation? How do we withstand electrolysis in the binder process and reveal the impact of these negative electrodes? How can we find a good additive or solvent in the destruction and formation of a more stable SEI film? During the cycle, The SEI film is more stable and will not break as seriously.

　　The nanotechnology of silicon is mainly purchased from the 0-dimensional, 1-dimensional, and 2-dimensional perspectives as mentioned above. Among them, the most commonly used one at present is the lower right foot. Many companies use this method. The first is the second dimension. The cyclosilica provides cushioning and forms a grape or pomegranate structure.

　　Then when we make batteries, we mainly focus on binders and electrolytes. The most basic problem of binders is conductivity. How does binders make the interface better? The interface of electrodes is our binder. How to increase intensity. Here is how we choose a good binder? The silicon system has better performance during battery operation. In this way, when we choose the binder, firstly, it has better strength, secondly, it has better productivity modulus and fatigue resistance, and is more friendly to the electrolyte. The conductivity is better. The conductive agent of the battery peels off during the cycle. We need to find a better conductive agent to form a better network. Many people mentioned carbon before. The best performance now should be the single-arm carbon tube, because In all aspects of the conductive agent, the conductive agent will connect the adhesive. Due to the length and diameter of the pipe, the conductivity will be more complete, and the final conductive performance will be better. We use the results of silicon anode to make a battery of 622 and silicon carbon system. The energy density is about 264WH/KG, and the cycle is one thousand cycles, about 80%. However, in fact, the basic performance may be satisfactory at present, but the safety performance is not satisfactory. Silicon anode There is a big problem with batteries, we have an additive that helps a lot with recycling silicon, but this has problems with high temperature reactions. This is a performance comparison of different electrolytes. Special additives can greatly improve the performance of all aspects of the battery. This is because we have chosen a lot of binders and finally the electrolysis has been greatly improved.

　　The last two angles are to improve the effect of the material itself and suppress expansion. Starting from the perspective of battery application, how to homogenize it. The second one is how to make the material thinner according to the density requirements of coating, how to solve the problem, and the design of the structure. , how to determine the density and porosity, and then the research on the binder and conductivity, as well as the electrolyte, and the research on the pre-reformation process.

　　Now let’s talk about planning and production capacity. We have research institutes, systems research institutes, BMS research centers, and materials research institutes. We are also equipped with a complete command center. We start with materials as the starting point, and finally do Without battery recycling, the whole process creates a closed loop.

　　Regarding our production capacity, we now have nine major bases across the country. Last year it was about 1.2GWH, and our sales volume was fifth last year. Our main customer branches are located all over the country, mainly concentrated in East China, North China, and coastal areas. These are our customer branches. Thank you all.

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