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Report: Hyundai developing solid-state EV batteries itself

8 April 2017

Citing “sources close to the matter,” the Korea Herald reports that Hyundai Motor is developing solid-state batteries for its electric vehicles, and has established pilot-scale production facilities.

“Hyundai is developing solid-state batteries through its Namyang R&D Center’s battery precedence development team and it has secured a certain level of technology,” the source told The Korea Herald.

Solid-state rechargeable batteries are drawing significant attention due to their increased energy density (partially enabled by the safe use of Li metal anodes), safety and reliability. Solid-state electrolytes are superior to liquid electrolytes in various aspects including dendrite formation on the anode, flammability, and leakage.

Replacing the organic liquid electrolyte with a nonflammable and more reliable inorganic solid electrolyte (SE) simplifies battery design while improving safety and durability of the system. This also allows the use of large-capacity electrode materials—sulfur positive electrode paired with a lithium metal negative electrode, for example, which are difficult to employ in conventional liquid electrolyte batteries.

The all-solid-state battery also offers improved packaging efficiency, as the cell design can allow in-series stacking and bi-polar structures. High energy densities can be achieved by reducing the dead space between single cells.

However, solid-state batteries are challenged by limited power densities, resulting from the low ionic conductivity of the solid electrolyte, the electrode/electrolyte interfacial compatibility, and limited kinetics of the electrodes. (Earlier post.)

Hyundai reportedly is developing the batteries on its own, without partnering with Samsung SDI or LG Chem, the two leading Korea-based EV battery specialists.

A number of major automakers have expressed interest in solid-state batteries as the solution beyond Li-ion, including Toyota (earlier post), Volkswagen (earlier post) and Ford (earlier post).

Hyundai Motor is participating in and/or providing funding to various advanced solid-state battery research projects, including work at Korea Institute of Ceramic Engineering and Technology (KICET) and Tsinghua University in Chin (e.g., Shin et al. 2017); Hanyang University in Korea (e.g., Eom et al., 2017); and the University of Texas at Austin led by Professor John Goodenough (e.g., Park et al., 2016).

Resources

  • Minyong Eom, Seunghyeon Son, Chanhwi Park, Sungwoo Noh, William T. Nichols, Dongwook Shin, (2017) “High performance all-solid-state lithium-sulfur battery using a Li2S-VGCF nanocomposite,” Electrochimica Acta, Volume 230, Pages 279-284 doi: 10.1016/j.electacta.2017.01.155

  • Ran-Hee Shin, Sam Ick Son, Yoon Soo Han, Young Do Kim, Hyung-Tae Kim, Sung-Soo Ryu, Wei Pan (2017) “Sintering behavior of garnet-type Li7La3Zr2O12-Li3BO3 composite solid electrolytes for all-solid-state lithium batteries,” Solid State Ionics, Volume 301, Pages 10-14 doi: 10.1016/j.ssi.2017.01.005

  • Kyusung Park, Byeong-Chul Yu, Ji-Won Jung, Yutao Li, Weidong Zhou, Hongcai Gao, Samick Son, and John B. Goodenough (2016) “Electrochemical Nature of the Cathode Interface for a Solid-State Lithium-Ion Battery: Interface between LiCoO2 and Garnet-Li7La3Zr2O12Chemistry of Materials 28 (21), 8051-8059 doi: 10.1021/acs.chemmater.6b03870

April 8, 2017 in Batteries, Solid-state | Permalink | Comments (18)

Comments

if they are starting to make these types of batteries than they should introduce it to european auto repair companies as well.

I think they are a long way from producing them for EVs; in fact, the application crying out for first fulfillment is in electronic devices, i.e., smartphones, etc.

This seems to be "rumor mill" stuff.

Maybe there was some confusion/conflation with recent battery issues at another well-known South Korean electronics manaufacturer?

There were rumors about Dyson/Sakti that were WAY wrong.

I want an affordable ev that i can ride more than 400 miles between fast charge. Im already doing that with my gasser. Do you think that i will downgrade with a costly leaf or bolt or model 3. Also im my hometown gas is pricy but electricity rates are very low so an equal priced long range ev can fulfill my drean car life i.e driving for few cash and no hassles. C'ome on Hyundai, the first one meeting my criteria will sell me a brand new car and i will publicise it here and other blogs.

https://climatecrocks.com/2017/04/08/at-94-inventing-the-solar-future/


This is the same guy that invented the lithium ion battery is now patented his version of the solid state battery. It looks like its coming out to me.

What matters are the state of the art batteries that can be produced today for current BEVs. Electrek had a rare piece of news about the 18650 cell that Tesla and Panasonic has co developed and compared it to the standard cell by Panasonic.

Note the Tesla/Panasonic cell is good for 3000 deep cycles at 25 degrees Celsius and still maintain 90% of its capacity. The Model S 100 can drive 3000*335 = 1,005,000 miles with its battery. No other BEV maker currently has such a durable battery.

Tesla’s next negation 2170 cell will probably have the same durability but Musk say its energy density increases by 30% and it is cheaper to produce. That cell will go into the Model 3 this year and Model S and X in early 2018.

https://electrek.co/2017/03/22/tesla-battery-cell-breakdown/

When Goodenough co invented and patented the worlds first lithium battery it took Sony 13 years to make the first product that used this battery. Expect 10 to 15 years lead time for battery inventions to market applications. I have stopped reading about battery inventions for that reason.

It is more interesting to read about what Tesla does and how fast others are able to copy what Tesla does. LG and Samsung are working on bringing similar 2170 cells to market by 2018 to 2021 for Faraday and Lucid. This is interesting.

https://electrek.co/2016/12/19/lucid-motors-lg-chem-supply-li-ion-battery-cell/

https://electrek.co/2017/01/09/samsung-2170-battery-cell-tesla-panasonic/

Change claimed:

'Tesla’s next negation 2170 cell will probably have the same durability but Musk say its energy density increases by 30% and it is cheaper to produce'

Nope. The baseline for the increased energy density is the original Model S, not the current one.
No increase is projected for the change to 21700's at the pack level.

Please provide the exact quote if you wish to claim otherwise.

Musk say 30% increase in his Q4 shareholders webcast. Link below. Elsewhere he has said the 100kwh is enough for Model S we may not see a larger battery pack for Model S when it starts to use the 2170 cells in 2018. Range will nevertheless increase as the weight could drop 200 to 300 pounds with the 2170 cell. I think the 2170 cells will be optimized for faster charging. 300 to 400k watt or 15 min for a 300 mile charge. Important for self-driving cars that needs to operate 24/7 and spend lille time charging.

http://ir.tesla.com/events.cfm

I also expect Tesla to soon drop making different size battery packs. They will make the 100kwh pack for Model S and Model X and a 75kwh pack for Model 3. I expect Tesla to price differentiate by offering their cars with different kwh available at purchase. For example, the Model 3 can be ordered for 35k USD with 55kwh available for 220 miles range but since it has a 75kwh battery it can always be upgraded to that pack size by a software purchase. Say pay 5000 USD more to get 75kwh unlocked and get 300 miles range.

There is a good chance that Tesla will stop making the 75kwh pack for Model S and Model X later this month when they discontinue the 60kwh version for Model S. Hereafter all cars will come with a 100kwh pack to be software limited to either 75 or 100kwh.

Tesla’s battery cost are really low now so Tesla can save money by simplifying production and development if they only develop one pack size for each distinct car model. So one pack only for Model 3 and Model Y and one pack only for Model S and X.

The 30% energy density improvement may actually be a reference to improvement from the original 85kwh pack to the new battery pack in Model 3. Since the 85kwh pack is now a 100kwh pack the change from 18650 cells in that pack to 2170 cells will probably imply a 15% improvement in energy density from the the curret 100kwh pack.

See https://electrek.co/2016/11/14/tesla-model-3-battery-energy-density-model-s/

For example, the Model 3 can be ordered for 35k USD with 55kwh available for 220 miles range but since it has a 75kwh battery it can always be upgraded to that pack size by a software purchase.


I have never hear of battery capacity increase with software upgrade. How can software increase the capacity of the battery bank?

Jeff go to Tesla order manager and you will see the 60kwh model s can be upgraded at any time after purchase to a 75kwh battery because Tesla do not make a 60kwh battery it is just software limited to 60kwh in order to offer the car at a lower price point to some customers. https://www.tesla.com/models/design

Same with autopilot hardware. All Tesla cars come with it (also model 3) even if you do not order it. But if you decide later on you want to activate it you just make a few tabs on the car's touchscreen and pay the price it cost to have these abilities activated. You pay more to have it activated after purchase of the cars than if you order it with these features when you configure and buy your car. That is how Tesla do it.

Solid State EV batteries may be closer than most think. Recently, Dr. Goodenough developed a new strategy for a safe, low-cost, all-solid-state rechargeable sodium or lithium battery cells using a solid glass electrolyte (http://www.greencarcongress.com/2017/03/20170301-goodenough.html). This research will be implemented much faster than his original work on Lithium Ion batteries since there are now many more applications than what Sony needed in the 90's (Video Cameras).
Even if the glass electrolyte is not ready for manufacture there are others (not the Dyson/Sakti tech - Dyson is already looking at other areas).
The PBS Nova TV show ("Search for the Super Battery") presented an interesting novel "ceramic state" polymer electrolyte developed by Ionic Materials.
Also, check the Bio-inspired Murray materials recently reviewed here (http://www.greencarcongress.com/2017/04/20170407-murray.html).
There are many other areas that will also make the Sulfur Cathode practical as well, e.g. Graphene Filters or encapulation.

Change:

Nice attempt at obfuscation.
Wave your arm towards a lengthy web cast, presumably in the hope that no one will check.

But here is the transcript:
https://seekingalpha.com/article/4048698-tesla-tsla-q4-2016-results-earnings-call-transcript?part=single

So where does it say what you claim?

Or are you quoting links without examining them?

The answer to that one is obvious.

The 30% nonsense is actually based on an Elektrek article, and was against the original Model S, not the current one.

The 30% increase is already built in, with no or minimal increase in energy density at the pack level projected for the switch to 21700s or for the Model 3.

Change:

I see you have now linked the Elektrek article, which you misinterpreted, not the webcast which you plainly have not studied but cited just the same, wholly erroneously.

The Elektrek article says:

'“These batteries are steadily improving every single year – maybe around 5% improvement in their energy density their ability to store energy in a given amount of mass. That’s probably one of the key metrics we worry about. And when we went from the Roadster to the Model S, they have improved by about 40% and when we were designing the Model 3, they were about another 30% better. That improvement just continues on every single year in the background.”

The first consumer vehicle application of this 30% improvement will be seen in the Model 3 as Straubel remarks,'

So your original claim that:

' 'Tesla’s next negation 2170 cell will probably have the same durability but Musk say its energy density increases by 30% and it is cheaper to produce'

Is complete nonsense as I said it was.

Current limited energy density, slow charge batteries are a real disappointment when used for electric city buses.

The first Volvo-Nova Canadian made city e-buses are in operation in Montréal, QC. Those e-buses have to be recharged (for 6 minutes) at the end of each long route/run. This reduces effective operation time by 10+% and will translate into 300+ more city buses and 750+ extra very costly drivers. The extra buses and drivers will more than offset savings for diesel fuel and maintenance.

Something like 5X batteries are required to reduce charging frequency to one (1) per shift.

The story is about these batteries not who is right.

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