Tesla CEO Elon Musk showed the road to 56% cheaper batteries in the near future. This would be achieved with Tesla’s breakthrough innovations in cell chemistry and materials, simplifying and speeding up the cell manufacturing processes, a structural battery, and the new 4680 form factor. Contact online >>
Tesla CEO Elon Musk showed the road to 56% cheaper batteries in the near future. This would be achieved with Tesla’s breakthrough innovations in cell chemistry and materials, simplifying and speeding up the cell manufacturing processes, a structural battery, and the new 4680 form factor.
Vehicle teardown expert Sandy Munro has further analyzed how much this new cell form factor can help Tesla achieve its battery goals. According to his calculations, in the same space of the current 74 kWh Tesla Model Y battery pack, a 130 kWh battery can be accommodated — that’s about double the energy storage.
2170 cell is 5000 mAh and Munro’s analysis says the 4680 new Tesla cell will be around ~9000 mAH. Currently, 4,416 (2170) cells are placed inside a Tesla Model 3 and Model Y Long-Range battery packs, there will only be 960 cells required to fill the same space (see Fig 2 above).
The 4680 cell-based battery pack will be much simpler and cheaper to build. The 2170 based battery pack architecture is made of cells divided into 4 modules and further into bricks of 46 cells each and every module requires is own controller circuit.
This complexity will be eliminated by using the new 4680 cell design and coupled with the tabless cell construction, the manufacturing process becomes even simpler requiring fewer parts.
During the Battery Day presentation, Elon Musk presented a slide that shows the dissection of the 2170 vs. 4680 battery pack. If we look closely (see Fig 6 below), the cooling tubes we see in Fig 5 above are at the bottom of the battery pack.
According to Sandy Munro, the right way to cool down the batteries is from top and bottom. Currently, in the 2170 battery packs, the cells are cooled from the sides but in the future, Tesla is planning to do it the right way, installing a cooling plate underneath the batteries.
Tesla Structural Battery with new formation of the 4680 cells will be as rigid as a brick you could ever imagine, says Sandy Munro. With single-piece front and rear castings and the structural battery in the middle, Tesla cars will be virtually twist-proof in an accident.
In Elon Musk’s words at the Battery Day event, this formation will reduce the impact of the polar moment of inertia, making Tesla vehicles even safer than they already are.
Sandy Munro measured the length of the steel case cover of the 2170 battery cells and found out that with a lesser number of 4680 cells, Tesla will alone be able to reduce around 30-40% use of steel in the battery pack (see Fig 7 below).
Another cost and time savings with the usage of new 4680 cells will come from reducing the number of connections between the cells. With a significant number of fewer cells, the new battery pack will require around 1,800 connections compared to the current packs with ~8,800 wire tabs.
Sandy Munro then goes on to praise the brilliant idea of the single-piece front and rear underbody castings. A concept he has been promoting since 2017 but no automaker adopted it except for Tesla.
I think I might be missing something. The 4680 has about 5 times the volume of the 2170, a bit more even. Hence “5x the energy”. Yet 2170 is ~5000 mAh, and the 4680 allegedly ~9000 mAh, which is less than double the energy. Is the voltage of these batteries different?
An electric vehicle battery is a rechargeable battery used to power the electric motors of a battery electric vehicle (BEV) or hybrid electric vehicle (HEV).
They are typically lithium-ion batteries that are designed for high power-to-weight ratio and energy density. Compared to liquid fuels, most current battery technologies have much lower specific energy. This increases the weight of vehicles or reduces their range.
Li-NMC batteries using lithium nickel manganese cobalt oxides are the most common in EV. The lithium iron phosphate battery (LFP) is on the rise, reaching 41 % global market share by capacity for BEVs in 2023.[1]: 85 LFP batteries are heavier but cheaper and more sustainable. At the same time, the first commercial passenger cars are using a sodium-ion battery (Na-ion) completely avoiding the need for critical minerals.[2]
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. Reduction of use of mined cobalt, which is also required in fossil fuel refining, has been a major goal of research. A number of new chemistries compete to displace Li-NMC with (see solid-state battery) performance above 800Wh/kg in laboratory testing.
As of December 2019[update], despite more reliance on recycled materials the cost of electric vehicle batteries has fallen 87% since 2010 on a per kilowatt-hour basis.[3]
Demand for EVBs exceeded 750 GWh in 2023.[1] EVBs have much higher capacities than automotive batteries used for starting, lighting, and ignition (SLI) in combustion cars. The average battery capacity of available EV models reached from 21 to 123 kWh in 2023 with an average of 80 kWh.[4][5]
Lithium nickel manganese cobalt oxides offer high performance and have become the global standard in BEV production since the 2010s. On the other hand, the exploitation of the required minerals causes environmental problems. The downside of traditional NMC batteries includes sensitivity to temperature, low temperature power performance, and performance degradation with age.[27] Due to the volatility of organic electrolytes, the presence of highly oxidized metal oxides, and the thermal instability of the anode SEI layer, traditional lithium-ion batteries pose a fire safety risk if punctured or charged improperly. Early cells did not accept or supply charge when extremely cold. Heaters can be used in some climates to warm them.
The Lithium iron phosphate battery has a shorter range but is cheaper, safer and more sustainable than the NMC battery.[28] It does not require the critical minerals manganese and cobalt.Since 2023, LFP has become the leading technology in China while the market share in Europe and North America remains lower than 10%.[1]: 86 LFP is the dominant type in grid energy storage.
Lithium titanate or lithium-titanium-oxide (LTO) batteries are known for their high safety profile, with reduced risk of thermal runaway and effective operation over a wide temperature range.[29] LTO batteries have an impressive cycle life, often exceeding 10,000 charge-discharge cycles.[30] They also have rapid charging capabilities due to their high charge acceptance.[31] However, they have a lower energy density compared to other lithium-ion batteries.[32]
The Sodium-ion battery completely avoids critical materials. [33] Due to the high availability of sodium which is a part of salt water, cost projections are low. In early 2024, various Chinese manufacturers began with the delivery of their first models.[2] Analysts see a high potential for this type especially for the use in small EVs, bikes and three-wheelers.[34]
Several types are in development.
The sodium nickel chloride or "Zebra" battery was used in early EVs between 1997 and 2012. It uses a molten sodium chloroaluminate (NaAlCl4) salt as the electrolyte. It has a specific energy of 120 W·h/kg. Since the battery must be heated for use, cold weather does not strongly affect its operation except for increasing heating costs. Zebra batteries can last for a few thousand charge cycles and are nontoxic. The downsides to the Zebra battery include poor specific power (<300 W/kg) and the need to heat the electrolyte to about 270 °C (518 °F), which wastes some energy, presents difficulties in long-term storage of charge, and is potentially a hazard.[39]
Other types of rechargeable batteries used in early electric vehicles include
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