Electric vehicle battery
An electric vehicle battery (EVB, also known as a traction battery) is a rechargeable battery used to power the electric motors of a battery electric vehicle (BEV) or hybrid electric vehicle (HEV).
Electric vehicle batteries differ from
The battery makes up a significant portion of the cost and environmental impact of an electric vehicle. Growth in the industry has generated interest in securing ethical battery supply chains, which presents many challenges and has become an important geopolitical issue. As of December 2019[update], the cost of electric vehicle batteries has fallen 87% since 2010 on a per kilowatt-hour basis.[2] As of 2018, vehicles with over 250 mi (400 km) of all-electric range, such as the Tesla Model S, are available.[3]
The price of electricity to run an electric vehicle is a small fraction of the cost of fuel for equivalent internal combustion engines, reflecting higher energy efficiency.[4]
Electric vehicle battery types
Lithium-ion
Lithium-ion (and the mechanistically similar lithium polymer) batteries, were initially developed and commercialized for use in laptops and consumer electronics. With their high energy density and long cycle life they have become the leading battery type for use in EVs. The first commercialized lithium-ion chemistry was a lithium cobalt oxide
Recent EVs are using new variations on lithium-ion chemistry that sacrifice specific energy and specific power to provide fire resistance, environmental friendliness, rapid charging (as quickly as a few minutes), and longer lifespans. These variants (phosphates, titanates, spinels, etc.) have been shown to have a much longer lifetime, with A123 types using lithium iron phosphate lasting at least more than 10 years and more than 7000 charge/discharge cycles,[11] and LG Chem expecting their lithium–manganese spinel batteries to last up to 40 years.[citation needed]
Much work is being done on lithium-ion batteries in the lab. cathodes also promise significant density improvements.
New data has shown that exposure to heat and the use of fast charging promote the degradation of Li-ion batteries more than age and actual use, and that the average electric vehicle battery will retain 90% of its initial capacity after six years and six months of service. For example, the battery in a Nissan Leaf will degrade twice as fast as the battery in a Tesla, because the Leaf does not have an active cooling system for its battery.[22]
Lithium iron phosphate
LFP is a type of Li ion battery.
Nickel–metal hydride
NiMH is also a type of Li ion battery.
GM Ovonic produced the NiMH battery used in the second generation EV-1, and Cobasys makes a nearly identical battery (ten 1.2 V 85 A⋅h NiMH cells in series in contrast with eleven cells for Ovonic battery). This worked very well in the EV-1.[26] Patent encumbrance has limited the use of these batteries in recent years.[citation needed]
Lead–acid
Previously, most electric vehicles used lead–acid batteries due to their mature technology, high availability, and low cost, with the notable exception of some early BEVs, such as the
Zebra
The sodium nickel chloride or "Zebra" battery uses a molten
Battery capacity
Capacities range from hundreds of watt-hours for ebikes to tens of thousands of watt-hours for ships.[29]
Supply chain
The electric vehicle supply chain comprises the mining and refining of raw materials and the manufacturing processes that produce lithium ion batteries and other components for electric vehicles. The lithium-ion battery supply chain is a major component of the overall EV supply chain, and the battery accounts for 30–40% of the value of the vehicle.[30] Lithium, cobalt, graphite, nickel, and manganese are all critical minerals that are necessary for electric vehicle batteries.[31] There is rapidly growing demand for these materials because of growth in the electric vehicle market, which is driven largely by the proposed transition to renewable energy. Securing the supply chain for these materials is a major world economic issue.[32] Recycling and advancement in battery technology are proposed strategies to reduce demand for raw materials. Supply chain issues could create bottlenecks, increase costs of EVs and slow their uptake.[30][33]
The battery supply chain faces many challenges. Deposits of critical minerals are concentrated in a small number of countries, mostly in theLifecycle of lithium-based EV batteries
There are mainly four stages during the lifecycle of lithium-based EV batteries: the raw materials phase, the battery manufacturing, operation phase and the end-of-life management phase. As shown in the schematic of life cycle of EV batteries, during the first stage, the rare earth materials are extracted in different parts of the world. After they are refined by pre-processing factories, the battery manufacturing companies take over these materials and start to produce batteries and assemble them into packs. These battery packs are then sent to car manufacturing companies for EV integration. In the last stage, if no management is in place, valuable materials in the batteries could be potentially wasted. A good end-of-life management phase will try to close the loop. The used battery packs will either be reused as stationary storage or recycled depending on the battery state of health (SOH).[35]
The battery lifecycle is rather long and requires close cooperation between companies and countries. Currently, the raw materials phase and the battery manufacturing and operation phase are well established. The end-of-life management phase is struggled to grow, especially the recycling process mainly because of economics. For example, only 6% of lithium-ion batteries were collected for recycling in 2017–2018 in Australia.[36] However, closing the loop is extremely important. Not only because of a predicted tightened supply of nickel, cobalt and lithium in the future, also recycling EV batteries has the potential to maximize the environmental benefit. Xu et al. predicted that in the sustainable development scenario, lithium, cobalt and nickel will reach or surpass the amount of known reserves in the future if no recycling is in place.[37] Ciez and Whitacre found that by deploying battery recycling some green house gas (GHG) emission from mining could be avoided.[38]
To develop a deeper understanding of the lifecycle of EV batteries, it is important to analyze the emission associated with different phases. Using NMC cylindrical cells as an example, Ciez and Whitacre found that around 9 kg CO2e kg battery−1 is emitted during raw materials pre-processing and battery manufacturing under the US average electricity grid. The biggest part of the emission came from materials preparation accounting for more than 50% of the emissions. If NMC pouch cell is used, the total emission increases to almost 10 kg CO2e kg battery−1 while materials manufacturing still contributes to more than 50% of the emission.[38] During the end-of-life management phase, the refurbishing process adds little emission to the lifecycle emission. The recycling process, on the other hand, as suggested by Ciez and Whitacre emits a significant amount of GHG. As shown in the battery recycling emission plot a and c, the emission of the recycling process varies with the different recycling processes, different chemistry and different form factor. Thus, the net emission avoided compared to not recycling also varies with these factors. At a glance, as shown in the plot b and d, the direct recycling process is the most ideal process for recycling pouch cell batteries, while the hydrometallurgical process is most suitable for cylindrical type battery. However, with the error bars shown, the best approach cannot be picked with confidence. It is worth noting that for the lithium iron phosphates (LFP) chemistry, the net benefit is negative. Because LFP cells lacks cobalt and nickel which are expensive and energy intensive to produce, it is more energetically efficient to mine. In general, in addition to promoting the growth of a single sector, a more integrated effort should be in place to reduce the lifecycle emission of EV batteries. A finite total supply of rare earth material can apparently justify the need for recycling. But the environmental benefit of recycling needs closer scrutiny. Based on current recycling technology, the net benefit of recycling depends on the form factors, the chemistry and the recycling process chosen.
Manufacturing
There are mainly three stages during the manufacturing process of EV batteries: materials manufacturing, cell manufacturing and integration, as shown in Manufacturing process of EV batteries graph in grey, green and orange color respectively. This shown process does not include manufacturing of cell hardware, i.e. casings and current collectors. During the materials manufacturing process, the active material, conductivity additives, polymer binder and solvent are mixed first. After this, they are coated on the current collectors ready for the drying process. During this stage, the methods of making active materials depend on the electrode and the chemistry. For the cathode, two of the most popular chemistry are transition metal oxides, i.e. Lithium nickel manganese cobalt oxides (Li-NMC) and Lithium metal phosphates, i.e. Lithium iron phosphates (LFP). For the anode, the most popular chemistry now is graphite. However, recently there have been a lot of companies started to make Si mixed anode (Sila Nanotech, ProLogium) and Li metal anode(Cuberg, Solid Power). In general, for active materials production, there are three steps: materials preparation, materials processing and refinement. Schmuch et al. discussed materials manufacturing in greater details.[39]
In the cell manufacturing stage, the prepared electrode will be processed to the desired shape for packaging in a cylindrical, rectangular or pouch format. Then after filling the electrolytes and sealing the cells, the battery cells are cycled carefully to form SEI protecting the anode. Then, these batteries are assembled into packs ready for vehicle integration. Kwade et al. discuss the overall battery manufacturing process in greater detail.
Reusing and repurposing
When an EV battery pack degrades to 70% to 80% of its original capacity, it is defined to reach the end-of-life. One of the waste management methods is to reuse the pack. By repurposing the pack for stationary storage, more value can be extracted from the battery pack while reducing the per kWh lifecycle impact. However, enabling battery second-life is not easy. Several challenges are hindering the development of the battery refurbishing industry.
First, uneven and undesired battery degradation happens during EV operation. Each battery cell could degrade differently during operation. Currently, the state of health (SOH) information from a battery management system (BMS) can be extracted on a pack level. Getting the cell state of health information requires next-generation BMS. In addition, because a lot of factors could contribute to the low SOH at the end of life, such as temperature during operation, charging/discharging pattern and calendar degradation, the degradation mechanism could be different. Thus, just knowing the SOH is not enough to ensure the quality of the refurbished pack. To solve this challenge, engineers can mitigate the degradation by engineering the next-generation thermal management system. To fully understand the degradation inside the battery, computational methods including the first-principle method, physics-based model and machine learning based method should work together to identify the different degradation modes and quantify the level of degradation after severe operations. Lastly, more efficient battery characteristics tools, for instance, electrochemical impedance spectroscopy (EIS) should be used to ensure the quality of the battery pack.[40][41]
Second, it is costly and time-intensive to disassemble modules and cells. Following the last point, the first step is testing to determine the remaining SOH of the battery modules. This operation could vary for each retired system. Next, the module must be fully discharged. Then, the pack must be disassembled and reconfigured to meet the power and energy requirement of the second life application. It is important to note that qualified workers and specialized tools are required to dismantle the high weight and high voltage EV batteries. Besides the solutions discussed in the previous section, a refurbishing company can sell or reuse the discharged energy from the module to reduce the cost of this process. To accelerate the disassembly process, there have been several attempts to incorporate robots in this process. In this case, robots can handle more dangerous task increasing the safety of the dismantling process.[40][42]
Third, battery technology is non-transparent and lacks standards. Because battery development is the core part of EV, it is difficult for the manufacturer to label the exact chemistry of cathode, anode and electrolytes on the pack. In addition, the capacity and the design of the cells and packs changes on a yearly basis. The refurbishing company needs to closely work with the manufacture to have a timely update on this information. On the other hand, government can set up labeling standard.[40]
Lastly, the refurbishing process adds cost to the used batteries. Since 2010, the battery costs have decreased by over 85% which is significantly faster than the prediction. Because of the added cost of refurbishing, the refurbished unit may be less attractive than the new batteries to the market.[40]
Nonetheless, there have been several successes on the second-life application as shown in the examples of storage projects using second-life EV batteries. They are used in less demanding stationary storage application as peak shaving or additional storage for renewable-based generating sources.[40]
Recycling
Although battery life span can be extended by enabling a second-life application, ultimately EV batteries need to be recycled. Recyclability is not currently an important design consideration for battery manufacturers, and in 2019 only 5% of electric vehicle batteries were recycled.[43] BEV technologies lack an established recycling framework in many countries, making the usage of BEV and other battery-operated electrical equipment a large energy expenditure, ultimately increasing CO2 emissions - especially in countries lacking renewable energy resources.[44] Currently, there are five types of recycling processes: Pyrometallurgical recovery, Physical materials separation, Hydrometallurgical metal reclamation, Direct recycling method and Biological metals reclamation. The most widely used processes are the first three processes listed, as shown in the examples of current lithium-ion battery recycling facilities. The last two methods are still on lab or pilot scale, however, they can potentially avoid the largest amount of emission from mining.
The pyrometallurgical process involves burning the battery materials with slag, limestone, sand and coke to produce a metal alloy using a high-temperature furnace. The resulted materials are a metallic alloy, slag and gases. The gases comprise molecules that are evaporated from the electrolyte and binder components. The metal alloy can be separated through hydrometallurgical processes into constituent materials. The slag which is a mixture of metals aluminum, manganese and lithium can either be reclaimed by hydrometallurgical processes or used in the cement industry. This process is very versatile and relatively safe. Because there is no pre-sorting needed, it can work with a wide variety of batteries. In addition, because the whole cell is burnt, the metal from the current collectors could help the smelting process and because of the exothermic reaction of burning electrolyte sand plastics the energy consumption can also be reduced. However, this process still requires relatively higher energy consumption and only a limited number of materials can be reclaimed. Physical materials separation recovered materials by mechanical crushing and exploiting physical properties of different components such as particle size, density, ferromagnetism and hydrophobicity. Copper, aluminum and steel casing can be recovered by sorting. The remaining materials, called "black mass", which is composed of nickel, cobalt, lithium and manganese, need a secondary treatment to recover. For the hydrometallurgical process, the cathode materials need to be crushed to remove the current collector. Then, the cathode materials are leached by aqueous solutions to extract the desired metals from cathode materials. Direct cathode recycling as the name suggested extracts the materials directly, yielding a cathode power that is ready to be used as new cathode pristine material. This process involves extracting the electrolyte using liquid or supercritical CO2. After the size of the recovered components is reduced, the cathode materials can be separated out. For the biological metals reclamation or bio-leaching, the process uses microorganisms to digest metal oxides selectively. Then, recyclers can reduce these oxides to produce metal nanoparticles. Although bio-leaching has been used successfully in the mining industry, this process is still nascent to the recycling industry and plenty of opportunities exists for further investigation.[38][40][42]
There have been many efforts around the world to promote recycling technologies development and deployment. In the US, the Department of Energy Vehicle Technologies Offices (VTO) set up two efforts targeting at innovation and practicability of recycling processes. ReCell Lithium Recycling RD center brings in three universities and three national labs together to develop innovative, efficient recycling technologies. Most notably, the direct cathode recycling method was developed by the ReCell center. On the other hand, VTO also set up the battery recycling prize to incentivize American entrepreneurs to find innovative solutions to solve current challenges.[45]
Environmental impact
Transition to electric vehicles is estimated to require 87 times more than 2015 of specific metals by 2060 that need to be mined initially, with recycling (see above) covering part of the demand in future.[46] According to IEA 2021 study, mineral supplies need to increase from 400 kilotonnes in 2020 to 11,800 kilotonnes in 2040 in order to cover the demand by EV. This increase creates a number of key challenges, from supply chain (as 60% of production is concentrated in China) to significant impact on climate[need quotation to verify] and environment as result of such a large increase in mining operations.[47] However 45% of oil demand in 2022 was for road transport, and batteries may reduce this to 20% by 2050,[48] which would save hundreds of times more raw material than that used to make the batteries.[49]
Battery cost
In 2010, scientists at the Technical University of Denmark paid US$10,000 for a certified EV battery with 25 kWh capacity (i.e. US$400/kWh), with no rebates or surcharges.[52] Two out of 15 battery producers could supply the necessary technical documents about quality and fire safety.[53] In 2010 it was estimated that at most 10 years would pass before the battery price would come down to one-third.[52]
According to a 2010 study, by the
The actual costs for cells are subject to much debate and speculation as most EV manufacturers refuse to discuss this topic in detail. However, in October 2015, car maker GM revealed at their annual Global Business Conference that they expected a price of US$145/kWh for Li-ion cells entering 2016, substantially lower than other analysts' cost estimates. GM also expects a cost of US$100/kWh by the end of 2021.[59]
According to a study published in February 2016 by Bloomberg New Energy Finance (BNEF), battery prices fell 65% since 2010, and 35% just in 2015, reaching US$350/kWh. The study concludes that battery costs are on a trajectory to make electric vehicles without government subsidies as affordable as internal combustion engine cars in most countries by 2022. BNEF projects that by 2040, long-range electric cars will cost less than US$22,000 expressed in 2016 dollars. BNEF expects electric car battery costs to be well below US$120/kWh by 2030, and to fall further thereafter as new chemistries become available.[60][61]
- Battery cost estimate comparison
Battery type | Year | Cost (US$/kWh) |
---|---|---|
Li-ion | 2021 | 132[62] |
Li-ion | 2016 | 130[63]-145[59] |
Li-ion | 2014 | 200–300[64] |
Li-ion | 2012 | 500–600[65] |
Li-ion | 2012 | 400[66] |
Li-ion | 2012 | 520–650[67] |
Li-ion | 2012 | 752[67] |
Li-ion | 2012 | 689[67] |
Li-ion | 2013 | 800–1000[68] |
Li-ion | 2010 | 750[69] |
Nickel–metal hydride | 2004 | 750[70] |
Nickel–metal hydride | 2013 | 500–550[68] |
Nickel–metal hydride | 350[71] | |
Lead–acid | 256.68 |
EV parity
Cost parity
Different costs are important. One issue is purchase price, the other issue is total cost of ownership. Total cost of ownership of electric cars is often less than petrol or diesel cars.[73] In 2024 Gartner predicted that by 2027, next-generation BEVs will, on average, be cheaper to produce than a comparable ICE“.[74]
Range parity
Driving range parity means that the electric vehicle has the same range as an average all-combustion vehicle (500 kilometres or 310 miles), with batteries of specific energy greater than 1
As of 2024[update] the range of electric ships and large planes is less than combustion engined ones. To electrify all shipping standardized multi-megawatt charging is needed.[77] But sometimes batteries can be swapped, for example for river shipping.[78] As of 2024[update] pure electric large plane ranges of over 1000km are not expected within a decade - meaning that for over half of scheduled flights range parity cannot be acheived.[79]
Specifics
Internal components
Battery pack designs for electric vehicles (EVs) are complex and vary widely by manufacturer and specific application. However, they all incorporate a combination of several simple mechanical and electrical component systems which perform the basic required functions of the pack.[citation needed]
The actual battery cells can have different chemistry, physical shapes, and sizes as preferred by various pack manufacturers. Battery packs will always incorporate many discrete cells connected in series and parallel to achieve the total voltage and current requirements of the pack. Battery packs for all electric drive EVs can contain several hundred individual cells. Each cell has a nominal voltage of 3-4 volts, depending on its chemical composition.[citation needed]
To assist in manufacturing and assembly, the large stack of cells is typically grouped into smaller stacks called modules. Several of these modules are placed into a single pack. Within each module the cells are welded together to complete the electrical path for current flow. Modules can also incorporate cooling mechanisms, temperature monitors, and other devices. Modules must remain within a specific temperature range for optimal performance.[80] In most cases, modules also allow for monitoring the voltage produced by each battery cell in the stack by using a battery management system (BMS).[81]
The battery cell stack has a main fuse which limits the current of the pack under a short circuit. A "service plug" or "service disconnect" can be removed to split the battery stack into two electrically isolated halves. With the service plug removed, the exposed main terminals of the battery present no high potential electrical danger to service technicians.[81][82]
The battery pack also contains relays, or contactors, which control the distribution of the battery pack's electrical power to the output terminals. In most cases there will be a minimum of two main relays which connect the battery cell stack to the main positive and negative output terminals of the pack, which then supply high current to the electrical drive motor. Some pack designs include alternate current paths for pre-charging the drive system through a pre-charge resistor or for powering an auxiliary bus which will also have their own associated control relays. For safety reasons these relays are all normally open.[81][82]
The battery pack also contains a variety of temperature, voltage, and current sensors. Collection of data from the pack sensors and activation of the pack relays are accomplished by the pack's battery monitoring unit (BMU) or BMS. The BMS is also responsible for communications with the vehicle outside the battery pack.[81]
Recharging
Batteries in BEVs must be periodically recharged. BEVs most commonly charge from the
With suitable power supplies, good battery lifespan is usually achieved at charging rates not exceeding half of the capacity of the battery per hour ("0.5C"),[83] thereby taking two or more hours for a full charge, but faster charging is available even for large capacity batteries.[84]
Charging time at home is limited by the capacity of the household
Recharging time
Electric cars like Tesla Model S, Renault Zoe, BMW i3, etc., can recharge their batteries to 80 percent at quick charging stations within 30 minutes.[85][86][87][88] For example, a Tesla Model 3 Long Range charging on a 250 kW Tesla Version 3 Supercharger went from 2% state of charge with 6 miles (9.7 km) of range to 80% state of charge with 240 miles (390 km) of range in 27 minutes, which equates to 520 miles (840 km) per hour.[89]
Connectors
The charging power can be connected to the car in two ways. The first is a direct electrical connection known as
The second approach is known as
Recharging spots
As of April 2020[update], there are 93,439 locations and 178,381 EV charging stations worldwide.[92]
Though there are a lot of charging stations worldwide, and the number is only growing, an issue with this is that an EV driver may find themselves at a remote charging station with another vehicle plugged in to the only charger or they may find another vehicle parked in the only EV spot. Currently, no laws prohibit unplugging another person's vehicle, it is simply ruled by etiquette.[76]
Travel range before recharging
The range of a BEV depends on the number and type of batteries used. The weight and type of vehicle as well as terrain, weather, and the
- lead–acid batteries are the most available and inexpensive. Such conversions generally have a range of 30–80 km (19–50 mi). Production EVs with lead–acid batteries are capable of up to 130 km (81 mi) per charge.
- NiMHbatteries have higher specific energy than lead–acid; prototype EVs deliver up to 200 km (120 mi) of range.
- New lithium-ion battery-equipped EVs provide 320–540 km (200–340 mi) of range per charge.[93][94] Lithium is also less expensive than nickel.[95]
- nickel–cadmium batteries. They are also cheaper than (but not as light as) lithium-ion batteries.[96]
The internal resistance of some batteries may be significantly increased at low temperature[97] which can cause noticeable reduction in the range of the vehicle and on the lifetime of the battery.
Finding the economic balance of range versus performance, battery capacity versus weight, and battery type versus cost challenges every EV manufacturer.
With an AC system or advanced DC system, regenerative braking can extend range by up to 50% under extreme traffic conditions without complete stopping. Otherwise, the range is extended by about 10 to 15% in city driving, and only negligibly in highway driving, depending upon terrain.[citation needed]
BEVs (including buses and trucks) can also use genset trailers and pusher trailers in order to extend their range when desired without the additional weight during normal short range use. Discharged basket trailers can be replaced by recharged ones en route. If rented then maintenance costs can be deferred to the agency.
Some BEVs can become hybrid vehicles depending on the trailer and car types of energy and powertrain.
Trailers
Auxiliary battery capacity carried in trailers can increase the overall vehicle range, but also increases the loss of power arising from
Swapping and removing
An alternative to recharging is to exchange drained or nearly drained batteries (or
Features of swap stations include:[99]
- The consumer is no longer concerned with battery capital cost, life cycle, technology, maintenance, or warranty issues;
- Swapping is far faster than charging: battery swap equipment built by the firm Better Place has demonstrated automated swaps in less than 60 seconds;[100]
- Swap stations increase the feasibility of distributed energy storage via the electric grid;
Concerns about swap stations include:
- Potential for fraud (battery quality can only be measured over a full discharge cycle; battery lifetime can only be measured over repeated discharge cycles; those in the swap transaction cannot know if they are getting a worn or reduced effectiveness battery; battery quality degrades slowly over time, so worn batteries will be gradually forced into the system)
- Manufacturers' unwillingness to standardize battery access / implementation details[101]
- Safety concerns[101]
Vehicle-to-grid
Smart grid allows BEVs to provide power to the grid at any time, especially:
- During peak load periods (When the selling price of electricity can be very high. Vehicles can then be recharged during off-peakhours at cheaper rates which helps absorb excess night time generation. The vehicles serve as a distributed battery storage system to buffer power.)
- During blackouts, as backup power sources.
Safety
The safety issues of battery electric vehicles are largely dealt with by the international standard
- On-board electrical energy storage, i.e. the battery
- Functional safety means and protection against failures
- Protection of persons against electrical hazards.
Firefighters and rescue personnel receive special training to deal with the higher voltages and chemicals encountered in electric and hybrid electric vehicle accidents. While BEV accidents may present unusual problems, such as fires and fumes resulting from rapid battery discharge, many experts agree that BEV batteries are safe in commercially available vehicles and in rear-end collisions, and are safer than gasoline-propelled cars with rear gasoline tanks.[102]
Usually, battery performance testing includes the determination of:
- State of charge (SOC)
- State of Health (SOH)
- Energy Efficiency
Performance testing simulates the drive cycles for the drive trains of Battery Electric Vehicles (BEV), Hybrid Electric Vehicles (HEV) and Plug in Hybrid Electric Vehicles (PHEV) as per the required specifications of car manufacturers (OEMs). During these drive cycles, controlled cooling of the battery can be performed, simulating the thermal conditions in the car.
In addition, climatic chambers control environmental conditions during testing and allow simulation of the full automotive temperature range and climatic conditions.[citation needed]
Patents
Patents may be used to suppress development or deployment of battery technology. For example, patents relevant to the use of Nickel metal hydride cells in cars were held by an offshoot of Chevron Corporation, a petroleum company, who maintained veto power over any sale or licensing of NiMH technology.[103][104]
Research, development and innovation
As of December 2019, billions of euro in research are planned to be invested around the world for improving batteries.[105][106]
Researchers have come up with some design considerations for contactless BEV chargers. Inductively coupled power transfer (ICPT) systems are made to transfer power efficiently from a primary source (charging station) to one or more secondary sources (BEVs) in a contactless way via magnetic coupling.[107]
Europe has plans for heavy investment in electric vehicle battery development and production, and Indonesia also aims to produce electric vehicle batteries in 2023, inviting Chinese battery firm GEM and Contemporary Amperex Technology Ltd to invest in Indonesia.[108][109][110][111][112][113][114][115]
Ultracapacitors
Since commercially available ultracapacitors have a low specific energy, no production electric cars use ultracapacitors exclusively.
In January 2020, Elon Musk, CEO of Tesla, stated that the advancements in Li-ion battery technology have made ultra-capacitors unnecessary for electric vehicles.[118]
Promotion in the United States
On 2 May 2022, President Biden announced the administration will begin a $3.16 billion plan to boost domestic manufacturing and recycling of batteries, in a larger effort to shift the country away from gas-powered cars to electric vehicles. The goal of the Biden administration is to have half of U.S. automobile production electric by 2030.[119]
The
See also
Examples
- List of electric vehicle battery manufacturers
- List of hybrid vehicles
- List of production battery electric vehicles
- Plug-in electric vehicle fire incidents
Related
- Battery electric multiple unit
- Battery locomotive
- Battery charging
- Charging station
- Dual-mode vehicle
- Electric car energy efficiency
- Flywheel energy storage
- List of battery types
- Rechargeable battery
- Salt water battery
- Traction motor
- Vehicle-to-grid (V2G)
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