10 gange højere energitæthed end lithiumbatteri? Porsche udvikler siliciumanodebatteri og planlægger at masseproducere-det inden for 5 år
Spain's "Public" daily website recently reported that battery production is an important source of carbon emissions in the manufacturing process of electric vehicles, accounting for 25 percent to 40 percent of total emissions. More and more manufacturers are working to reduce emissions in this area, but Porsche wants to go further. The company is developing a battery with better performance and a smaller carbon footprint. Is this a perfect battery?
Porsche vil investere omkring 1 milliard euro over de næste 10 år i forskellige dekarboniseringsforanstaltninger, herunder reduktion af kuldioxid-emissioner fra dets samlefabrikker, hedder det i rapporten. Produktionen af Porsche Taycan i Zuffenhausen (i Stuttgart, Tyskland) er kulstofneutral fra starten, men at bygge en bil er meget mere end at samle alle delene på produktionslinjen.
Batterier er en af de vigtige kilder til emissioner i produktionen af elektriske køretøjer. I dette link bruger de mange produktionstrin for at konvertere råmaterialer som nikkel og kobolt til raffinerede produkter, der kan bruges i batterier, enorme mængder energi.
In a recent press conference, Benjamin Pasenberg, head of high-voltage systems at Porsche, said: "Having green energy is very important, especially in battery production, where it takes a lot of energy to heat things." However, using only Green (or low-emissions) energy sources to make batteries are not enough for Porsche (or other manufacturers) to meet their emissions targets. There is also a need to reimagine the battery itself to reduce the pollution that arises from battery manufacturing practices.
Til det formål arbejder Porsche på et nyt batteri. Batteriet siges at være mere kraftfuldt, oplade hurtigere og have et mindre CO2-aftryk end nuværende batterier. Den anvendte teknologi er at bruge mere silicium i batteriets anode i stedet for den grafit, der almindeligvis bruges i dag.
According to Otmar Beecher, head of electric vehicles at Porsche, silicon anodes are 10 times more energy dense. Porsche expects 20 to 25 percent more watt-hours per liter of volume than today's conventional lithium-ion batteries. That is to say, under a certain energy capacity, the battery volume is smaller. The improved energy efficiency of batteries, in turn, means fewer batteries are needed to power the vehicle, which reduces overall weight (and also reduces the space required for the batteries).
Mindre køretøjsvægt betyder også lavere batteriforbrug, men hvor er den positive indvirkning på miljøet? For det første reducerer designet af denne nye celle materialekravene til aluminiumcellestrukturen (hus) sammenlignet med cylindriske celledesigns. Produktionen af aluminium er en af de vigtige kulstofemissionskilder for biler. Ifølge en nylig undersøgelse foretaget af Volvo tegner aluminium sig for 30 procent af de emissioner, der opstår fra produktionen af moderne køretøjsmaterialer, endda mere end selve batteriet. Derfor reducerer en reduktion af brugen af aluminium også en stor del af emissionerne. Selvom der ikke blev frigivet nogen detaljer, sagde Porsche, at batteriet også ville oplade hurtigere.
På den anden side ville koboltindholdet i sådanne batterier blive reduceret. Det er nu kendt, at kobolt er svært at få fat i, meget dyrt og har stor indvirkning på miljøet. Kobolt udgør i øjeblikket 20 procent af Taycan-batteriets katodemateriale, og Porsche håber, at dens nye teknologi vil reducere koboltandelen til kun 5 til 10 procent.
To further reduce emissions, Porsche will focus on the supply chain. The German company will source cobalt, nickel and other raw materials as much as possible from Europe, so that it will be closer to where the new batteries will be produced, near Porsche's research and development center in Weissach. According to the relevant person in charge of Porsche, purchasing cathode materials from Schwarzheide, Germany instead of my country can reduce carbon dioxide emissions by 25 percent .
In addition, Porsche is pushing its suppliers to make batteries and other components entirely from renewable energy. The German carmaker said it would no longer consider long-term contracts with suppliers who were unwilling to use certified "green" energy. Porsche says the supply chain accounts for about 20 percent of the automaker's total greenhouse gas emissions. That will rise to around 40 percent by 2030 as production shifts to electric vehicles.
The big question is, when will we see this "ideal" Porsche battery in a road car? Like many other technologies in the automotive sector, it will be used first in racing cars, where high performance and fast charging capabilities are paramount. Otmar Beecher said: "Typically, we are 2 to 3 years away from the transition to production cars. So we will see it in production cars after 2025." Porsche expects to commercialize the high-performance battery within five years.
Med hensyn til produktion er målet at opnå en minimumsproduktion på 100 MWh årligt, nok til at drive omkring 1,000 biler. Dette får os til at tro, at den i første omgang kun vil være bestemt til en ikke--produktionsmodel, muligvis en superbil med meget høj-ydelse.
Of course, it's not a perfect battery. The perfect battery charges in seconds, doesn't overheat or lose capacity over time, and is lightweight and inexpensive to produce. We'll probably never see a battery with all these features in one, but in the short to medium term, Porsche's battery is getting pretty close to -- at least in theory -- the ideal battery. (compiled / Li Zijian)
