What battery chemistries are used in electric vehicles? - 万博官网APP,狗万官方客户端下载,万博客户端登录

Despite a higher price tag initially, electric vehicles (EVs) tend to offer significant savings over time. The environmental benefits aside, which are noteworthy, EVs typically cost half as much to maintain and repair as gas-powered vehicles — and they’re growing in popularity.

与常规车辆不同，电动汽车没有内燃机（IC）发动机。它们仅在电池电源上运行，而不是汽油。对于某些驾驶员而言，关注的是这意味着缺乏体面的扭矩。但是，情况不再如此，许多电动汽车具有与普通IC发动机相似的电源和扭矩。

更重要的是,电池寿命也得到了一些长evity. Most are expected to last for five to eight years. The battery is the heart of EVs.

Batteries
电动汽车的电池技术已经从19世纪后期使用的早期铅酸电池到2010年代左右到锂离子电池。当今大多数电动汽车都可以发现锂电池（Li-On），与智能手机和平板电脑的动力相同。

Li-on batteries have been revolutionary since their inception in the early ’90s, offering high levels of charge compared to other technologies. They’re also lightweight, temperature-tolerant, fast-charging, and offer a decent shelf life and lifespan.

在电动汽车方面，六种锂离子电池技术在制造商中很受欢迎。让我们探索所有这些电池化学。

为什么要锂离子电池？
Li-ion batteries offer a high energy density that enables them to store a large amount of energy in a small space, making them the most popular choice for most electric vehicles. These batteries also provide a high power-to-weight ratio, meaning the batteries are lighter and typically more efficient than other types.

也许最重要的是，锂离子电池比替代品更安全，提供了良好的高温性能。他们提供高效率，自我解雇低。

A lithium-ion battery pack is made up of several Li-on cells. The cells are arranged in a series and parallel to the desired voltage and current capacity. For example, if a 12.8V 125 AH battery pack comprises 3.2V 25 AH Li-ion cells, 4S5P is the required configuration. This means five cells are connected in parallel for an output of 125 AH in each master pack, and four master packs connect in the series for 12.8V.

在电动汽车中，数百个锂离子电池用于构建电池组。在特斯拉模型S 444松下，NCR18650b细胞以6S74P配置连接。

狮子电池是电池组的构建块。这些细胞以圆柱形，棱柱形和小袋形式出现，用于构建特斯拉和松下的电动电池组。大多数其他制造商都使用袋或平板。还使用了棱柱细胞，但很少有制造商。锂离子细胞中的主要成分是阴极，阳极，电解质和分离器。

•这阴极is the workhorse of a Li-on battery and the active material of a Lithium metal oxide. Lithium is highly reactive, so it’s mixed with oxygen and metal for stability. The metal used determines the voltage output of the battery. The current capacity of the battery is determined by the size of the cathode. A battery with a bigger cathode has higher charge storage. Li-on batteries are named after the Lithium metal oxide used as the cathode.

•这阳极是电池的第二个电极，负责存储充电电池的液管。电池的当前容量取决于阳极的表面积，该阳极的表面积必须具有高孔隙率和有效工作的电导率。阳极的电压必须与阴极的电压和阳极的表面积相匹配，以最大程度地产生较高的电流。

通常,graphite-coated使用铜薄片s anodes in Li-on batteries because graphite matches the voltage. Typically, amorphous carbon, synthetic graphite, and natural graphite are used as carbon-based anode materials. Sometimes manufacturers add silicon to carbon to increase the battery’s energy density. Another material sometimes used is Lithium Titanium Oxide, which is known for its durability and thermal stability.

•这电解质is an electrically neutral solution in which both electrodes are submerged. Though electrolyte is not reactive, it acts as a catalyst that makes the battery conductive when charging or discharging. It facilitates the movement of ions in both processes.

When a Li-ion battery is charged, ions flow from the cathode to the anode through an electrolyte. When the battery discharges, this flow of ions moves from the anode to the cathode again through an electrolyte. The anions and cations move in opposite directions when charging and discharging, but only when there’s a difference between the cathode and anode. Lithium salt is used as an electrolyte in Li-ion batteries, such as LiPF6 in an organic solvent.

•这separator用于隔离阴极和阳极。当两者之间存在差异时，离子通过它们之间的电解质流动。这种电势还迫使电子从阳极移到阴极。分离器负责阻断电子，仅允许离子在电解质上移动。分离器被电解质覆盖以使离子的运动能够移动。

这separator also acts as a fuse for the battery. But it can get clogged due to melting on overheating. If this happens, it stops the flow of current between the cathode and anode before the battery catches fire. Li-ion batteries use Polyolefin as a separator. In large batteries, a tri-layered separator is used.

导体板收集电池的阴极和阳极之间的电流。铜板用作阳极处的电流收集器。铝板用作阴极的当前收集器。

锂离子电池类型
锂离子电池通过其阴极分类，并使用石墨阳极。唯一的例外是钛酸锂（LTO）。不同阴极材料的使用或考虑代表了最大化能量密度的努力。例如，研究人员目前正在评估将锂金属作为阳极材料的使用，并用固态电解质代替使用锂盐作为电解质。

But for now, Li-ion batteries differ only by the cathode material and use the same anode and electrolyte materials. Here are the six primary Lithium-ion battery chemistries used in the EV industry.

1。氧化锂（LCO）
2。氧化锂（LMO）
3。铁磷酸锂(LFP)
4。锂镍钴锰氧化物（NCM）
5。Lithium Nickel Cobalt Aluminum Oxide (NCA)
6.钛酸锂(LTO)

Lithium Cobalt Oxide或基于LCO的电池是商业生产中的第一个液管。这家基于CO的Li-On电池于1991年发明，由于其高能量密度（150〜200 WH/kg），因此在消费电子产品方面迅速受欢迎。但是，这些电池的缺点是它们的热稳定性低，并且容易过热。这意味着他们确实会在高温或收费过高的情况下承受火灾的风险。

Lithium Manganese Oxide或基于LMO的电池是在90年代中期首次发射的，可替代LCO，提供较低的内部电阻。基于LMO的Li-On电池很重要，因为它们提供了更大的热稳定性和更少的过热风险。更重要的是：他们提供了更高的电流，范围为20到30安培。较高的电流水平还意味着更快的充电和排放。

这se batteries quickly became the top choice for power tools, power banks, and eventually EVs. The C-rate for LMOs is 2/5 compared to 2/3 for LCO batteries. This means that if an LMO-based battery takes two hours to fully charge, it will take five hours to discharge. But there is one drawback they have in common with LCO-based batteries and that’s the poor cycle life (of 500~700). So, neither option is ideal for long-term applications.

铁磷酸锂or LFP-based batteries debuted as a means to solve the low cycle-life of the LCO and LMO-based options. Chemists were determined to find a better solution, and they found one in 1996. LFPs offer a lower energy density (90~160 Wh/Kg) but a cycle-life of 4000. The C-rates could be 2/5, the same as the LMO-based batteries — or higher and 2/30. LFP-based batteries have high thermal stability and can easily withstand mechanical disturbances. The only drawback is their nominal voltage is limited to 3.2V. But because of their high cycle life, low cost, reliability, and thermal stability, LFPs were quickly adopted as the Li-on batteries of choice by the automotive industry. They’re still used in e-rickshaws, electric bikes, and several power tools.

Lithium Nickel Cobalt Manganese Oxide或基于NCM的电池包括60％的镍，20％的钴和20％的锰作为阴极中的活性材料。该电池化学反应是在2001年发明的，它提供了可用于Li-Ons（150〜220 WH/kg）的最高能量密度之一。这些电池可提供良好的热稳定性，高标称电压（3.7V）和体面的循环寿命（2000年，C率为1/3）。

同样，可以通过改变活性允许材料中的镍，钴和锰的比率来调整这些电池的能量密度和功率。基于NCM的Li-Ons很快成为电动汽车的首选选择，并且广泛用于医疗设备和电动工具中。

钛酸锂或基于LTO的电池made their debut in 2012, presented by YABO Power Technology. Based on nanotechnology, LTOs have a Lithium Titanate anode instead of graphite. Lithium Titanate offers a higher surface area, enabling a high charging and discharging rate. The C rate of these batteries is 10/30, so once fully charged, the battery can last up to 30 hours. LTO-based batteries offer the highest cycle life (30,000) of all Li-on batteries. Their downside includes low energy density (50~80 Wh/Kg) and a low nominal voltage (2.4V). Despite the facts, several automotive manufacturers have considered LTOs because of their high cycle life and slow discharge rate. These batteries are already used in to store renewable energy.

Lithium-ion chemistries in automobiles
NCA, NCM, LCO, and LMO-based Li-on batteries have a nominal voltage of 3.6/3.7V, while LTOs offer the lowest nominal voltage of 2.4V. LTOs also have the lowest energy density of 50~80 Wh/Kg. But LTOs batteries provide the highest cycle life of 30,000 with a discharge rate of 30 hours.

基于LTO的电池被广泛用于存储可再生能源。但是，由于最多10小时的充电时间，高成本以及低能密度和标称电压，因此它们在电动汽车中的应用值得怀疑。基于LCO的电池化学反应已经过时了。甚至LMO在汽车行业中也只有1％的使用。

NCAS提供了最高的能量密度，但由于低周期寿命为1000，因此在电动汽车中并未广泛使用。LFP在电动汽车行业中代表了几乎四分之一的使用，因为它们的高周期寿命为4000，C率为2/30。这意味着，具有基于LFP的LI-ON电池的电动汽车仅充电了两个小时，可以运行约30小时。周期寿命为4000，即使每天充电EV，也可以保证电池至少五到八年。

Currently, NCMs are the most used Li-on batteries in electric vehicles, with 60% of the market share. These batteries have half the cycle life of LFPs but nearly double the energy density of 220 Wh/Kg (compared to just 120 Wh/Kg). The higher energy density supports a higher power-to-weight ratio in EVs. Plus, the C-rate of NCMs is 1/3. NCM’s battery chemistry also features high thermal and mechanical stability, so they make sense as the top choice for EVs in the current marketplace.