SVOLT will have an EV battery plant in Germany

SVOLT will have an EV battery plant in Germany
SVOLT cobalt-free prismatic battery cells for EVs
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The Chinese battery cell maker SVOLT plans to start production in Germany by late 2023.

SVOLT’s plant in Europe will be near Germany’s border with France, which makes sense, considering that PSA will be one of its major customers.

 

Chinese high-tech company invests up to EUR 2 billion in two Saarland production sites

 

SVOLT Energy Technology Co., Ltd. (SVOLT), a global high-tech company headquartered in China that develops and produces lithium-ion batteries and battery systems for electric vehicles and energy storage systems, will establish its European production site in Germany, as announced at IAA 2019. A module and pack factory as well as a state-of-the-art cell factory with 24 GWh production capacity in the final expansion stage will be built at two Saarland locations. A total investment of up to EUR 2 billion is planned in Europe. In total, SVOLT aims to create up to 2,000 jobs. Battery cells and modules and high-voltage storage systems (packs) will be produced in Germany.

A reliable partner for the European automotive industry

As a spin-off from Chinese car manufacturer Great Wall Motors, SVOLT combines systemic knowledge in the field of battery systems and management with extensive expertise in the field of vehicle integration. SVOLT is able to offer its customers tailor-made solutions at the battery cell, module and high-voltage storage system (pack) level as well as the corresponding software.

By taking an integrated approach to vehicle architecture and battery systems, SVOLT supports OEMs in creating safer, highly functional, durable and cost-effective products that also focus on the needs and expectations of end customers. The company’s one-stop production portfolio includes high-quality battery cells and their cell chemistry, modules and high-voltage storage systems (packs) as well as battery management systems (BMS) and software solutions.

Research and innovation as a driver for the development of sustainable electromobility

In addition to solutions that comply with current market standards, SVOLT is working intensively on the development of new technologies and the continued further development of existing technologies. With two large R&D centres in Baoding and Wuxi, China, and three R&D hubs, SVOLT currently employs around half of its 3,000 worldwide employees in the area of research and development alone and registered over 550 patents in 2019. Among other things, SVOLT is the first company to bring cobalt-free high nickel cell chemistry to mass production readiness. SVOLT also employs an active research and development team working in the area of solid-state batteries.

The cobalt-free nickel manganese battery cells achieve an energy density comparable to that of conventional high-nickel cells, but by doing without cobalt, are more sustainable, durable and more economical. The high-tech company plans to bring the first cobalt-free high-nickel battery cells installed in vehicles onto the market as early as mid-2021. The target segment is the mid-range volume market.

Strong local partnerships

Battery cell production is planned to start at the end of 2023 and will be established near the Saarland town of Überherrn. In its final expansion stage, it will achieve a production capacity of 24 GWh, which corresponds to batteries for 300,000 to 500,000 electric cars per year. The module and pack factory will be implemented on an already industrialised site at Heusweiler, which will be retrofitted for module and pack production. Production is expected to start here as early as mid-2022.

The large-scale project will be implemented in close cooperation between SVOLT, the State Ministry of Saarland for Economic Affairs, Labour, Energy and Transport (MWAEV) and Strukturholding Saar GmbH (SHS). With its implementation concept, the MWAEV has actively entered into the settlement talks and was able to convince SVOLT. SVOLT is commissioning SHS with the construction of the two factories as a turnkey project.

100 GWh production capacity by 2025

SVOLT plans to establish 100 GWh battery cell production capacities worldwide by 2025. In addition to the plant in Germany, three plants are planned in the Asian Pacific region with an installed total capacity of 76 GWh. SVOLT opened the first of the four planned cell factories in Jintan, China in November 2019. In addition, several module and pack plants are being created – depending on customer requirements.

A total investment of EUR 8 billion is expected worldwide. The company intends to employ around 10,000 people. At the same time SVOLT is continuously developing its research and development capacities.

 

SVOLT is one of the most promising battery cell makers around, since it plans to not only produce high-energy density NCMA battery cells, but also extremely cheap and safe cobalt-free battery cells with LFMP and LNMO cathodes.

Mass production of cobalt-free batteries will start already next year in China. Let’s see the data!

 

Tweet by Moneyball with information on SVOLT battery cells
Tweet by Moneyball with information on SVOLT battery cells

 

 

E-platform (LFMP cathode)

This is the economic platform that uses the high-voltage version of LFP (LFMP) cathode chemistry. While LFP cells have a nominal voltage around 3,2 V, LFMP operates at 17 % higher voltage (3,75 V).

These battery cells areΒ VDA compatible (148 mm of length).

 

  • Usage: mid-range electric cars
  • Cycle life: 4.000 cycles
  • Gravimetric energy density: 20 % higher than LFP (above 200 Wh/kg)
  • Capacities: 90 and 115 Ah
  • Cost: 17 % cheaper than LFP (less than 60 euros per kWh)
  • Debut: 2021

 

LFMP battery cell (90 Ah)

  • Capacity: 90 Ah
  • Voltage: 3,75 V
  • Energy: 337 Wh
  • Length: 148 mm
  • Height: 102,5 mm
  • Thickness: 39 mm
  • Volume: 0,591630 L
  • Volumetric energy density: 570 Wh/L

 

LFMP battery cell (115 Ah)

  • Capacity: 115 Ah
  • Voltage: 3,75 V
  • Energy: 431 Wh
  • Length: 148 mm
  • Height: 112 mm
  • Thickness: 52 mm
  • Volume: 0,861952 L
  • Volumetric energy density: 500 Wh/L

 

Hypothetical battery pack 1 (90 Ah)

  • Cell disposition: 96s1p
  • Capacity: 32,4 kWh (96 x 3,75 V x 90 Ah)
  • Voltage: 360 V
  • Cost: below 3.000 euros (active and passive material)

 

Hypothetical battery pack 2 (115 Ah)

  • Cell disposition: 96s1p
  • Capacity: 41,4 kWh (96 x 3,75 V x 115 Ah)
  • Voltage: 360 V
  • Cost: below 4.000 euros (active and passive material)

 

 

H-platform (LNMO cathode)

This is the high-end platform that uses the LNMO cathode chemistry. The 115 Ah battery cell (220 mm of length) is compatible with Volkswagen’s MEB platform.

 

  • Usage: mid and high-range electric cars
  • Cycle life: at least 3.000 cycles
  • Gravimetric energy density: 235-245 Wh/kg
  • Capacities: 115 and 226 Ah
  • Cost: 8-12,5 % cheaper than NCM (less than 90 euros per kWh)
  • Debut: 2020 (in-vehicle testing is already underway)

 

LNMO battery cell (115 Ah)

  • Capacity: 115 Ah
  • Voltage: 3,81 V
  • Energy: 438 Wh
  • Length: 220 mm
  • Height: 102,5 mm
  • Thickness: 33,4 mm
  • Volume: 0,753170 L
  • Volumetric energy density: 582 Wh/L
  • Weight: 1.788 g (estimation)
  • Gravimetric energy density: 245 Wh/kg

 

LNMO battery cell (226 Ah)

  • Capacity: 226 Ah
  • Voltage: 3,81 V
  • Energy: 861 Wh
  • Length: 574 mm
  • Height: 118 mm
  • Thickness: 21,5 mm
  • Volume: 1,456238 L
  • Volumetric energy density: 591 Wh/L
  • Weight: 3.664 g (estimation)
  • Gravimetric energy density: 235 Wh/kg

 

Hypothetical battery pack 1 (115 Ah)

  • Cell disposition: 96s1p
  • Capacity: 42 kWh (96 x 3,81 V x 115 Ah)
  • Voltage: 366 V
  • Weight: 202 kg (estimated with a GCTPR of 85 %)
  • Cost: below 5.000 euros (active and passive material)

 

Hypothetical battery pack 2 (226 Ah)

  • Cell disposition: 96s1p
  • Capacity: 82,7 kWh (96 x 3,81 V x 226 Ah)
  • Voltage: 366 V
  • Weight: 414 kg (estimated with a GCTPR of 85 %)
  • Cost: below 9.000 euros (active and passive material)

 

These prismatic battery cells are designed to fit in CTP (cell-to-pack) batteries, where the GCTPR (gravimetric cell-to-pack ratio) is higher than in batteries that use modules.

 

Anyway, SVOLT’s battery cells seem great, but European production only starting by late 2023 is a bit disappointing. Fortunately, CATL that already produces cobalt-free battery cells is expected to start production in Germany next year.

 

 

More info:

https://svolt-eu.com/en/svolts-24-gwh-battery-cell-factory-comes-to-germany/

Pedro Lima

My interest in electric transportation is mostly political. I’m tired of coups and wars for oil. My expectation is that the adoption of electric transportation will be a factor for peace and democracy all over the world.
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Bob
Bob
9 days ago

Any chance you’ve seen some white papers on the LFMP or LMNO chemistries? Your coverage is fantastic, but I’d love to dive even deeper!

Pedro Lima
Pedro Lima
9 days ago
Reply to  Bob

Unfortunately there’s not much information available, but you see more data about these cells in this image shared by Moneyball on Twitter.
comment image

Bob
Bob
9 days ago
Reply to  Pedro Lima

Thanks Pedro, you’re right about there not being much info out there, at least not that I could find!

Barry
Barry
9 days ago

The VDA sizing is different than VW’s MEB, it seems. How slow is the VDA to update cell sizes? It is a bureaucracy that is hindering EV adoption or is it helping? thanks!

Pajda
Pajda
8 days ago
Reply to  Barry

This is a good question Barry. MEB patform and particularly “standardized” MEB module was designed from the beginning to use both prismatic and pouch cells. Where VDA counts only with prismatic and so VW does not benefits anymore from sticking with actual VDA standards.

Leo B
Leo B
7 days ago

I think Panasonic is also exploring the possibilities of an European factory, so in few years time every major battery maker will have production capacity in Europe. That’s a good thing.

Those Svolt batteries look promising. Now build an Ora around it πŸ˜€

beacon
beacon
3 days ago

Thanks Pedro – useful information.
Did they confirm LMFP?

Pedro Lima
Pedro Lima
3 days ago
Reply to  beacon

Hi. Actually it’s not confirmed by SVOLT, but looking at the characteristics (energy density, cost and cycle-life) of both platforms I pretty sure that E-platform is LFMP and H-platform is LNMO. However, I could be wrong.

I added the tweet by Moneyball with more data on the cells so you can draw your own conclusions and share your opinion πŸ™‚

I do have a correction to make, when SVOLT says that battery cells from E-platform are 17 % cheaper, they are probably comparing them to NCM, not to LFP.