Farasis Energy reaches 330 Wh/kg with new battery cell
The Chinese battery cell maker Farasis Energy announced the fourth generation of its battery cells.
Thanks to silicon anodes, the new battery cells are extremely energy dense and reach impressive gravimetric and volumetric energy densities (330 Wh/kg and 750 Wh/L).
Let’s see the press release and then the highlights of this new generation of battery cells.
Under the technology research and development ideas of the first generation, the reserve generation, and the development generation, Funeng Technology’s R&D team has made a breakthrough in the energy density of the battery. The energy density of the power battery reaches 330Wh/kg, and its battery technology limits the silicon material. The huge expansion of charging and discharging, combined with single-walled carbon nanotube conductive agent and new binders and other auxiliary materials, build a stable electrode system.
Compared with the existing graphite anode, the 330Wh/kg high energy density battery can greatly reduce the area density of the anode, improve the energy density and charging safety performance of the product, and achieve both the energy density and cycle performance of the battery. At the same time, the high dynamic performance of the battery is realized through the cooperation of the chemical system, so that the battery can still provide about 90% of the capacity at a temperature of minus 20°C. The power battery technology has the advantages of high energy density, long life and high dynamic performance, and fills the current gap in the industry. At the same time, the high-temperature performance of the battery is also excellent, high-temperature storage and high-temperature cycle performance can be higher than the industry level.
Up to now, the technology has passed internal testing. In the future, it will apply to pass the new national standard GB38031-2020 test of the China Automotive Engineering Research Institute Co., Ltd. Testing Center according to market demand. The expected test cycle is about 3 months. After the test, it can be sold and used.
The advent of a new generation of power batteries will effectively solve the user’s mileage anxiety, fully meet market demand, and will also bring new impetus to the new energy power battery industry.
Translated from Chinese to English by Google Translator
Farasis Energy Gen 4 battery cells highlights
- Gravimetric energy density: 330 Wh/kg
- Volumetric energy density: 750 Wh/L
- Cycle life: 1.500 full charge/discharge cycles (100 % of DoD)
- Capacity at extremely cold temperature (-20º C): around 90 %
- Fast charging: 20 minutes
While not mentioned in the press release, this 4th generation should be a high nickel and low cobalt content battery cell, either NCM or NCMA.
At the battery pack level, we can expect an energy density around 230 Wh/kg, estimated with a GCTPR (gravimetric cell-to-pack ratio) of 70 %.
Currently, the Chinese electric car BAIC EX3 powered by a NCM battery made by Guoxuan holds the record with an energy density of 200 Wh/kg.
Anyway, Farasis says that this generation is almost ready for mass production.
Moreover, Farasis already provides battery cells to the popular electric motorcycles manufacturer, Zero Motorcycles. Therefore, soon we might see the new generation of battery cells not only in electric cars, but also motorcycles…
Finally, it’s worth mentioning that silicon anodes can also be applied to increase the energy density of cobalt-free battery cells, such as the new LFP (LiFePO4) battery cells developed by Guoxuan.
The technology to finally completely replace ICE (Internal Combustion Engine) vehicles already exists. We’ll see how much longer will legacy automakers stay in the ICE age. Probably only as long as politicians allow it.
More info:
Impressive specs.
If it can also compete on price / kWh, we may have a real winner here.
However, the single-wall nanotube stuff sounds like high production costs for the cell.
¿Alguién sabe a que tasa de carga y descarga se han conseguido esos 1500 ciclos? . He buscado estos datos por todos sitios incluido la propia página de Farasis y nada de nada. De nada sirven esos 1.500 ciclos si son a 0,1C/0, 1C.
Probably under normal conditions without heavy use of fast charging. It would be silly to achieve 1500 cycles with 0,1C and try to sell it to OEMs. No one would buy that on the west.
Wow, 330 Wh/kg is a lot, however at the pack level its 220 Wh/kg is 30% lesser.
Will the structural battery reduce this loss.
Meanwhile BYD has narrowed to LFP as standard. And share of LFP has increased by 4.1% to 38.3% in 2020 while that of NCx has gone down to 61.4%. Last year, Wuling MiniEV and BYD Han went on sale only in H2 while Tesla Model 3 Standard in Q4. This year with full year sale, it will increase by another 5-6 %age points which means by end of 2022, there will be 50:50 share. Rise of LFP will also help lower the battery price to $100 / KWh threshold.
https://cleantechnica.com/2021/04/10/byd-targets-low-middle-income-drivers-goes-all-in-on-lfp-battery-technology/
They had their troubles
Farasis Energy Plunges After BAIC Recalls Over 30,000 EVs Due to Battery Defects (yicaiglobal.com)
Wow. If this is true and it sure looks like it, then any new ICE in a few years time will be death on arrival. Bought a 2015 Zero DS 5 years ago wich had farasis cells in it. Good stuff, no problems. A Farasis engineer came to the electric motorcycleforum/Zero section to tell us a lot of stuff without revealing the secret sauce :)).. this news is exiting!
Pedro, would it be safe to assume that some OEMs are already designing their new EVs coming out in the end of 2021 or 2022 around those new developments in battery tech?
I think so.
“The expected test cycle is about 3 months. After the test, it can be sold and used.”
Sodium the next big thing?
Lab tour through the sodium battery technology center at Fraunhofer IKTS site Hermsdorf – YouTube
Fraunhofer IKTS – YouTube
Thanks for information on high performance LIB. I always wondered where Zero Motorcycle got their cells. Zero Motorcycle LIB maybe in Polaris Ranger UTV next year. Great news for motorsports, adventure seeks, ranchers, farmers, etc. Noticed Mercedes EQS will have the CATL 811 batteries and GM the LG Ultium high nickel NCMA batteries. Little doubt the soon to be commercialized Tesla high nickel battery will provide a high energy density. Will be interesting to see if Farasis eventually sales their state-of-the-art LIB to a major European EV manufacture.
Great news, and impressive cycle life.
well my zero 2014 sr had 280 w / kg
pack 11,4 kwh at 60 kg and for now still not remarkable loss after 500 cycles 😅
Dear Pedro, 330 Wh/kg along with 1,500 cycles and a “4.0 C” continuous discharge rate allow virtuous PHEVs storing 25 kWh, cycling 2,000 times 20 kWh allowing a 65 miles EV range (50 miles on freeway at a 80 mph speed). A 130,000 miles battery durability in BEV mode could be advertised. Driving the virtuous PHEV in BEV mode results in driving a car weighing no more than 1,450 kilogram that’s earning 5 Euro NCAP stars, coming equipped with a battery that’s capable of continuously delivering a 100 kW power. Kind of MG5 EV. Not sporty, however fast enough.
Now comes the question. What is a “virtuous PHEV”?
Could you please tell if massively producing Ethanol, then electroxyding such Ethanol inside the car for continuously producing a 30 kW electric power, could materialize as virtuous cycle, someday? Please realize that in case the 30 kW Ethanol electroxyder is featuring a 1,000 hours service life while cruising at a 75 mph speed, that 75,000 miles could be done without wearing the 25 kWh battery.
This way, the virtuous PHEV could be advertised as being covered by a 150,000 miles warranty.
The virtuous PHEV could recharge electricity at home or at the office, using a handsfree modality, same as a robotized lawnmower. The handsfree modality shall apply when using a 220 VAC single phase 16 amps, 3.5 kW power outlet. This allows seamlessly recharging up to 21 kWh overnight. Cameras permanently hooked to the 3.5 kW outlet shall tell the car, using Bluetooth or WiFi, what moves to do for precisely establishing the required 220 VAC 3.5 kW galvanic connexion.
The virtuous PHEV could also refuel Ethanol in 3 minutes in every petrol station for gaining a 200 miles range. A 60 liters tank containing a Ethanol + Water mix may provide a 200 miles range on freeway, at a 80 mph speed.
Time has come to define, assess and eventually promote “virtuous Ethanol PHEVs”.
The Fraunhofer Institute is currently selling a high-speed fully robotized factory that’s producing elementary hydrogen fuel cells, that one must group for building a stack that’s delivering a 30 kW sustained electric power. Such stacks are now gold-free and platinum-free.
Given that Ethanol doesn’t release its Hydrogen ions for free, there is a lot of energy wasted in the Ethanol electroxydation process. Possibly the electroxydation may be regarded as “virtuous” in case the energy that’s wasted by the Hydrogen ions stripping process, is coming from “free” or “surplus” solar heat and coming from “free” or “surplus” photovoltaic electricity. For becoming “virtuous”, one is obliged to couple the Ethanol electroxydation to a quasi-permanent CO2 sequestration process. Are there practical realizations?
Have a nice day, Pedro
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