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Daimler, Evonik Automotive Li-ion JV to Build Factory This Fall in Kamenz; Application in Mercedes Vehicles from 2012

Deutsche Accumotive GmbH & Co. KG, the automotive lithium-ion battery joint venture formed in 2008 by Daimler AG and Evonik Industries AG (earlier post), will begin construction of its production facility this autumn in Kamenz, Germany. Production is slated to begin in 2011, with the first application of Li-ion battery systems in Mercedes vehicles from 2012.

Initial capacity of the plant is planned to be up to 300,000 cells per year, all being targeted for Mercedes vehicles; in the future, the joint venture plans to sell batteries to third parties.

Deutsche Accumotive is focused on system integration, development and production, research and marketing of battery systems based on lithium-ion technology. Daimler holds 90% and Evonik holds 10%. Capacity of the production site will be phased in relation to the future generations of products expanded.

Those who want to shape the future of mobility must make the right decisions today. One of the key technologies for this is the lithium-ion battery. Deutsche Accumotive—our joint venture with Evonik—is an important resource for the auto industry, to develop, produce and also distribute [these batteries] to third parties. Even in a few years, therefore, many vehicles will have these “Made in Germany” energy storage systems on board.

—Prof. Herbert Kohler, Head of E-Drive & Future Mobility at Daimler AG

The Kamenz site is in close proximity to Li-Tec Battery GmbH, another joint venture between Daimler (49.9%) and Evonik (50.1%) announced at the same time as the Deutsche Accumotive venture. Li-Tec uses Evonik’s Separion flexible ceramic separator and Litarion electrodes (developed in partnership with Enax, earlier post) in its prismatic cells. Current Litarion cathodes are based on lithium nickel manganese cobalt oxide materials (LiNi1/3Mn1/3Co1/3O2) materials. High-energy type anodes contain graphite as the active material; the high-power type is based on hard carbon.

Current Evonik/Li-Tec high energy cells (for full EVs), have an energy density of 0.2 kWh/kg, and a power density of 1.3 kW/kg. The high power cells (for hybrids) offer an energy density of 0.08 kWh/kg, and peak power density of 3 kW/kg.

In May, Daimler took a nearly 10% equity stake in US-based Tesla Motors. The two companies have already been working closely to integrate Tesla’s lithium-ion battery packs and charging electronics into the first 1,000 units of Daimler’s electric smart car. (Earlier post.)

The companies said that the investment deepens the relationship between the two, and enables the partners to collaborate even more closely on the development of battery systems, electric drive systems and in individual vehicle projects.



I guess they have to look elsewhere, they sued Cobasys over lack of performance on the ML450 hybrid battery contract a year ago.

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We are anode material supplier, Changsha Hairong Electronic Materials Co., Ltd., for li ion battery, so what i care is where they will buy materials, such as China? Will they make it globalization?


Is the high energy density version really 200wh/kg? The presentation by the company suggests its 135wh/kg...

Anyone with a view on this?


What characteristics would mainstream cars need?

A high power density?

or a high energy density?

and what value of power or energy density is required for say a 200 mile range with a 60KW motor?

and how does enhancing a battery for either of these properties effect cycle life?


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