Not all batteries are the same. The chemistry inside them affects the autonomy, price and safety of the vehicle: analysis between the two most widespread types today: Nmc (nickel-manganese-cobalt) and Lfp (lithium-iron-phosphate)
The electric cars they are much simpler than their thermal counterparts. One of the fundamental components, as well as what has a greater impact on the priceit is the drums. This element stores the electrical energy necessary to power the engine and allows the movement of the vehicle, representing the “petrol” of the electric car. From a technical point of view, however, it is a rechargeable electrochemical systemgenerally based on lithium-ion technology, designed to accumulate and release energy intended for traction.
How the battery of an electric car is made up
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The storage system of an electric vehicle is made up of cells and modules, which together constitute the so-called battery pack. Everything is managed by dedicated electronics, the Bms (Battery Management System), which controls its efficiency, safety and duration. The cell is the elementary unit. Inside, thanks to the presence of a anode (negative pole), made of graphite or lithium metal, a cathode (positive pole), whose chemistry can vary, and a electrolyte liquid, the transfer of lithium ions occurs which generates current. It’s right in the composition of the cathode that the most important game is being played today in the development of batteries for electric cars.
The two most widespread chemicals I am:
- Nmc (nickel-manganese-cobalt)
- Lfp (lithium iron phosphate)
the battery with nmc chemistry
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The batteries with cathode based on nickel, manganese and cobalt oxides and graphite anode offer greater energy density, but have a higher cost due to the use of critical raw materials. They are widespread both in high-end electric vehicles and in medium “long range” modelssuch as Volkswagen ID.4 or Kia EV6. The main suppliers of NMC batteries are LG, SK and Samsung SDI. Having better energy density allows manufacturers to reduce the mass of the battery pack.
- high energy density (up to 250 Wh/kg): greater autonomy;
- good performance in cold climates;
- used by premium brands such as BMW, Mercedes and Audi.
- high cost, linked to raw materials (nickel and cobalt);
- lower thermal stability: requires advanced cooling systems;
- environmental and ethical impacts related to cobalt mining.
the battery with lfp chemistry
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The Lfp chemistry uses a cathode based on lithium, iron and phosphate (chemical symbol LiFePO₄) and a graphite anode. These batteries are characterized by their greater durability over timethermal stability and lower cost. They are mainly adopted by B and C segment vehicles, city cars and fleet models, such as the Tesla Model 3 Standard Range, which uses batteries supplied by Catl, Dacia Spring and Byd Dolphin: the Chinese Byd, which produces its own cells internally, has focused entirely on Lfp technologydeveloping the Blade Battery. This battery pack uses long and thin prismatic cells, inserted directly into the supporting structure of the module: in this way the greater mass of the battery pack is partially compensated.
- long life: over three thousand charging cycles;
- greater thermal stability and safety: low propensity to combustion;
- lower costs (absence of nickel and cobalt);
- good performance at high temperatures.
- lower energy density (160–190 Wh/kg), therefore more limited vehicle autonomy;
- less suitable for high performance vehicles or long distances.
solid state batteries
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The solid state batteries they are still in the industrial development phase. In this case, the electrolyte is solid and not liquid, and lithium metal is used as the anode. The cathode is similar to that of NMC batteries.
- very high energy density (over 300 Wh/kg, up to 500 Wh/kg in theory);
- maximum safety: the solid electrolyte is not flammable;
- potentially reduced charging times;
- greater design freedom: less space and weight.
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- technology still in experimental phase;
- technical problems (e.g. formation of dendrites between the anode and electrolyte, i.e. branched metallic structures that form irregularly on the surface of the electrode during the charging and discharging processes, causing a loss of battery performance);
- high costs and complex production processes;
- adoption timing: first applications expected between 2027 and 2030, initially on premium or sports vehicles. Among the main developers: Toyota, Solid Power, QuantumScape, BMW.
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