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It is fairly extraordinary to suppose we’re nonetheless caught on 90s battery know-how purely on the idea of “it is LiIon”. A battery just isn’t a ‘lump’ of lithium, and ions are definitely not a part of the development (quite one other means…)
Innovation has certainly taken place. Not solely had been we at beneath 100wH/kg within the late Nineties/early 2000s, and about tripled that, we additionally had a a lot decrease C-value when it comes to recharges, and the BMSs to have the ability to cost had been… vintage.
A contemporary automobile like an E-GMP automobile has with 77.4kWh, whether it is an aerodynamic automobile and never a shoe field (like my ioniq 5) on wheels (I want I had waited for the 6!) a WLTP of 600km, UNTIL you get there mega wheels and extra engines. Not solely that, due to the structure, the BMS, and the sturdy battery, it will possibly cost at about 4C minBMS, or: 230kW. Technically extra may very well be carried out, particularly with the bigger battery, however it’s greater than adequate. Nevertheless, you solely want that if you happen to do absurd rides. Groningen-The Hague-Groningen, for instance, just isn’t even crucial with a field on wheels. Groningen-Antwerp-Groningen solely as soon as, after which not even full. Solely 8 minutes was sufficient.
Not solely is the load capability/weight an element that has improved, but additionally the reminiscence impact. Whereas cells at the moment had been quite poor in retaining and remembering capability, they’re now nice. The E-GMP automobiles are estimated at roughly 1200C charging cycles. The apply of older automobiles exhibits that it’s extra, however the producers are simply being cautious. Let’s additionally cut back the vary a bit and say that regardless of the WLTP being 600km, 1C make it 450. Loading 1200 capacities is 540,000 km vary. After which the battery has 90% capability left.
Once more, in addition to eager to debunk your entire 1000km WLTP argument, I additionally need to make it clear: “the eternity is 5 years away” battery has lengthy been a factor we use. Telephones we see the identical. Sure, the battery nonetheless lasts a day, which is barely higher than what we had earlier than, however the telephones do much more, devour extra, the screens are a lot larger, they by no means actually go on standby as a result of massive. little, and apart from a number of manufacturers that can’t construct BMSs: the batteries additionally final a really very long time. Though 1C with a phone is rather a lot much less kWh than a automobile (unusual that telephones aren’t at all times expressed in Wh). Telephones even have extra Wh/kg than in 2007.
After which the entire 1000 km summer season / 500 km winter story: it is true. An EV makes use of extra in winter. Not solely as a result of batteries work worse at a decrease temperature (though that has additionally improved since they’re not actually liquid, however extra of a sort of gel). But in addition as a result of EVs are so absurdly environment friendly. Heck, the entire purpose that we particularly need all transport to electrical motors (and batteries are probably the most environment friendly method to drive an electrical motor with out cables, hydrogen may be potential, however that could be very inefficient and also you particularly need that within the winter haven’t got and has a fairly large completely different environmental influence as a result of the gas cells themselves are fairly… effectively carried out, plus: what do you suppose will occur to the environment if you happen to extract the O2 to make H2O from it by way of a gas cell with H2? make?), is as a result of they’re so absurdly environment friendly and durable: regardless of spinning, electrical motors have only a few shifting elements, due to induction. The purpose is due to this fact not the engine or the drive, however the truth that you want extra to make the entire thing a automobile: it’s important to warmth and funky the battery, it’s important to warmth (or cool) the motive force, and that’s fairly a bit of additional vitality. No downside with an inside combustion engine, as a result of it’s so inefficient that you simply at all times have an excessive amount of warmth (you simply do not ship it into the cabin in the summertime), however an EV has to get its warmth from someplace. The primary era of EVs did that the toaster means: a resistor. COP1: 1W electrical energy = 1W warmth. The cabin cooling and the heating of the battery (and in the summertime, or throughout charging: the cooling of the battery/cabin) runs alongside it. The joke, nevertheless, is that petrol automobiles had been already superb at additionally cooling the cabin with a warmth pump: the air con. And by letting the air conditioner work backwards, it’s also possible to generate warmth with it. After which it truly is a warmth pump. That is among the issues that you simply now additionally see within the electrical automobile (unusually sufficient with a budget fashions it’s an choice, which is unusual, as a result of if it already has air con, then in principle you have already got a warmth pump, however effectively , cash…). By utilizing a warmth pump to warmth/cool the battery and cabin, you’ll be able to improve effectivity. The result’s that you simply nonetheless spend lots of electrical energy on issues apart from driving (in any case, once more, no by-catch like with an ICE that converts solely 25% of its incoming vitality into movement), however rather a lot lower than if you happen to would do the identical with COP1.
And effectively… then that 77.4kWh with which you’ll be able to attain the 600km WLTP. A liter of petrol is about 9kWh. I do not suppose you’ll be able to attain 600 km with 8.6 liters of petrol. And even the 450km, which I get with my shoebox-shaped Ioniq 5. If it had been to run on petrol, I might quite drive 1 to 12, or 8.3l / 100km. In different phrases, 37 liters of petrol. In different phrases, 336kWh. Maybe petrol per kWh is simply too low-cost.
