To be the best, you must beat the best. Hyundai Motor is developing ultra-high-capacity LFP batteries to power upcoming low-cost Hyundai and Kia electric vehicles. Aiming for an energy density of around 300 Wh/kg, Hyundai''s LFP batteries would top China''s CATL and BYD.
The company is developing new batteries and other EV tech to secure a leadership spot in the auto industry''s future.
Hyundai is working with domestic companies to develop ultra-high-capacity LFP batteries. A Hyundai Motor Group official confirmed last fall that the company was working with domestic battery makers like LG Energy Solution, Samsung SDI, and SK On.
If accomplished, Hyundai would easily beat the energy density of current LFP battery leaders like BYD and CATL, with an energy density upwards of around 200 Wh/kg.
Industry sources said Hyundai is developing batteries to reduce its reliance on China while enabling it to manufacture its own cost-effective EVs.
Hyundai''s Kona EV and the Kia Ray already use batteries from CATL. However, with new tariffs on EV imports from China in the US and EU, Hyundai is forging its own path.
Last June, Hyundai Motor CEO Chang Jae-hoon revealed a $7.3 billion (9.5 trillion won) investment in EV battery technology and development over the next 10 years. Chang said Hyundai will work with battery makers and others to develop LFP, NCM, and all-solid-state batteries.
The automakers are partnering with Hyundai Steel and ExoPro BM to develop a precursor to produce LFP battery cathode material. Hyundai claims the new production method can boost efficiency while cutting costs for future models.
Hyundai and Kia are already launching lower-priced EVs. Hyundai''s Capsper Electric starts at under $23,000 (31.5 million won) in Korea. With incentives, Hyundai said it can be bought for under $15,000 (20 million won). Kia''s EV3 starts at around $30,000. However, Hyundai''s next-gen EVs are expected to be even cheaper and more efficient.
Source: TheKoreanCarBlog, TheKoreaHerald
Peter Johnson is covering the auto industry’s step-by-step transformation to electric vehicles. He is an experienced investor, financial writer, and EV enthusiast. His enthusiasm for electric vehicles, primarily Tesla, is a significant reason he pursued a career in investments. If he isn’t telling you about his latest 10K findings, you can find him enjoying the outdoors or exercising
Thank you for visiting nature . You are using a browser version with limited support for CSS. To obtain the best experience, we recommend you use a more up to date browser (or turn off compatibility mode in Internet Explorer). In the meantime, to ensure continued support, we are displaying the site without styles and JavaScript.
Schematic illustration of uniformly distributed cathode components (left) and all solid-state lithium metal battery SS-LMB (right).
In order to understand the electrochemical behaviour of cathode, the other components in a battery such as electrolyte (SPNE) and lithium metal anode are used as a reference standard throughout the measurements. The EO/Li ratio of PEO/LiTFSI is maintained as 20:1 according to the literature report22, due to its good mechanical stability, high lithium ion transport number and high ionic conductivity. To start with, the cathode composition was adapted from the reported literature, wherein Judez et al.22 have used 63 wt% of LFP as active material. Thus, the first LFP cathode (LFP-1) has a wt% composition of LFP:CB:PEO:LiTFSI = 63:7:22.7:7.3, where CB stands for super C65 conductive carbon black (see Table 1).
(a) and (b) are the SEM images, (c) and (d) are the cross-sectional SEM images of LFP-1 cathode before and after calendaring process, (e) comparative rate capability curve and (f) the corresponding charge/discharge curves of Li/SPNE/LFP cell using LFP-1 measured at 70 °C at different current rates, from 0.1C to 1C.
(a) Comparative rate capability curves of Li/SPNE/LFP cells having LFP-1 to LFP-3 cathodes and (b) the corresponding charge/discharge curves for LFP-3 cathode measured at 70 °C at different current rates.
(a) and (b) are the SEM images of calendered LFP-3 and LFP-4 cathodes prepared by using magnetic stirring and ball milling processes, (c) and (d) are the SEM back scattered images, (e) and (f) are the particle size distribution with color codes defining the sizes and (g) and (h) are the corresponding projected area analysis of LFP-3 and LFP-4 cathodes indicating the number of particles.
(a) Comparative cycle performance curves of Li/SPNE/LFP batteries having LFP-3 and LFP-4 as cathodes measured at 70 °C at 1C rate with inset of their corresponding charge–discharge curves for the 1st and 50th cycles, (b) the corresponding Nyquist plots before cycling and (c) a comparison of the eDRT time constants curves of the batteries (top) with symmetrical cathode-only cell (middle) and anode-only cells (bottom), all measured at 70 °C.
Further, we also studied the influence of different electrically conductive additives (super C65 conductive carbon black, CB and conductive graphite, CG) and their weight ratios on the electrochemical performance of LFP cathode for SS-LMBs. It is reported in the literature for liquid based LIB system that the addition of graphite to LFP cathode helps in increasing the density of the electrode in comparison with super P carbon alone8. In addition, the large graphite particle size provides better contact between the active LFP particles and increases the electron percolation pathways more efficiently during fast reaction kinetics. Therefore, in the present study we examined the influence of homogenously distributed graphite particles in LFP cathode in the following.
The total amount of super C65 conductive carbon black (CB) used during the preparation of LFP1-4 cathode is 7 wt%. Therefore, the CB content is decreased systematically and the reduced amount is compensated by conductive graphite (CG) in the series, LFP5-7 and fully replaced by CG in LFP-8. The corresponding electrode compositions with different conductive additives are given in the Table 3.
(a) and (b) are the SEM and cross-sectional image of LFP-5 cathode (c) comparative cycle performance of Li/SPNE/LFP cells using LFP-4 to LFP-8 cathodes measured at 1C rate at 70 °C, (d) and (e) are the comparative graph of specific capacity vs. weight of conductive additives in the electrodes.
(a) Cycle performance curves of Li/SPNE/LFP cells using LFP-5, LFP-9 and LFP-10 cathodes measured at 1C rate at 70 °C, (b) the corresponding first charge/discharge curves, and (c) comparative specific capacity vs different weight ratios of LFP content in the electrode.
About High current lfp battery
As the photovoltaic (PV) industry continues to evolve, advancements in High current lfp battery have become critical to optimizing the utilization of renewable energy sources. From innovative battery technologies to intelligent energy management systems, these solutions are transforming the way we store and distribute solar-generated electricity.
When you're looking for the latest and most efficient High current lfp battery for your PV project, our website offers a comprehensive selection of cutting-edge products designed to meet your specific requirements. Whether you're a renewable energy developer, utility company, or commercial enterprise looking to reduce your carbon footprint, we have the solutions to help you harness the full potential of solar energy.
By interacting with our online customer service, you'll gain a deep understanding of the various High current lfp battery featured in our extensive catalog, such as high-efficiency storage batteries and intelligent energy management systems, and how they work together to provide a stable and reliable power supply for your PV projects.
