GM’s director of battery cell engineering: We’re nowhere near the bottom of the price curves
On a recent trip to Detroit, we spent a few minutes with Tim Grewe, GM’s director of battery cell engineering and electrification strategy. The company has a robust and expanding battery-cell R&D program and testing facility. At the same time, GM announced a new joint venture with LG Chem to build an Ohio-based battery gigafactory with 30 GWh of annual capacity.
General Motors will be relying on Grewe and his team to deliver battery solutions for the GMC Hummer EV and a growing list of future GM electric vehicles. Here’s an edited version of our interview with Grewe.
Electrek: Are you encouraged by how the industry is bringing down the cost of cells?
Tim Grewe: The costs are coming down dramatically. We’re not anywhere close to the bottom. When we started [making EVs], we didn’t have the field data. So we were conservative with the batteries. The active material inside the cell was number one. But you still have to work on everything else.
What about the supply of materials for cells, like cobalt and nickel?
There’s talk of getting rid of cobalt. How do you get the same energy density with no cobalt? And people are talking about the great nickel spike of 2024. That’s predicted.
We’re working on battery recycling so that we mitigate that a little bit. The problem is, for example, the Volt extended-range batteries are still going strong. There was an extended range Volt that had 450,000 miles on it, and the battery was still chugging along. So it’s a question of getting supply into the recycling stream. There’s just not enough supply to have a secondary use company so it can depend on the supplier.
We are actively looking into our design to make disassembly easier. If you look at our pouch cells, the nice part of the tabs being on both sides, if you drain it, and then you slice it, you can separate it. And so now you’re putting a cathode or an anode into the reclaimer. You’re not putting them both in. There’s a lot of technology that we’re working on. We have partners who know the recycling business that we can leverage.
Talk a little bit about cell form factor, pouches versus prismatic cells. Has that settled yet?
It’s what’s inside the cell that counts. Our future architecture can handle everything. We can flex with the industry. If you look at where our Ohio joint venture [with LG Chem] is going, we’re not stopping at that pouch. We’re vertically integrated where we understand all that, and how to make it optimal.
There are different trade-offs. One of the nice things about the blade cell is you can cool it on both sides of the tabs. Then you get all those conductors running through there as your heatsink.
Are you working on solid-state batteries? Is that eight to 10 years away?
It’s closer than that. We’re chasing it as hard as we can. But we have to make sure it doesn’t disappoint [for energy density, cell life, etc.]
How do you account for future, faster charging rates?
We don’t want the car to be the limit. There’s a way to do technology and do it all. Better graphites are coming out and better mixes that happen inside the cell.
We need to make sure the cell and the vehicles are out of the way — with actively cooled cords. The big boys are jumping in, like Exxon. And 3M is coming out with what I call plastic water. It’s electrically insulated, thermally conductive water.
How will your new battery-development facilities help you?
It’s mostly larger scale — nothing fancy, just good old engineering and iterating as a learning organization. We’re constantly working on better test methods. It’s 10,000 details. At General Motors, we have all these experts running in parallel. We pull that together.
We use factory-management systems and combine it with the telematics, and do the big data, to turn this into an optimized solution.
【 在 digua (姚之FAN) 的大作中提到: 】 : 版上的民科们应该好好读一读，不要关起门来自己想。 : https://electrek.co/2020/02/10/gms-director-of-battery-cell-engineering- were : -nowhere-near-the-bottom-of-the-price-curves/ : GM’s director of battery cell engineering: We’re nowhere near the bottom : of the price curves : On a recent trip to Detroit, we spent a few minutes with Tim Grewe, GM’s : director of battery cell engineering and electrification strategy. The : company has a robust and expanding battery-cell R&D program and testing : facility. At the same time, GM announced a new joint venture with LG Chem to : build an Ohio-based battery gigafactory with 30 GWh of annual capacity. : ...................
版上的民科们应该好好读一读，不要关起门来自己想。
https://electrek.co/2020/02/10/gms-director-of-battery-cell-engineering-were-nowhere-near-the-bottom-of-the-price-curves/
GM’s director of battery cell engineering: We’re nowhere near the bottom
of the price curves
On a recent trip to Detroit, we spent a few minutes with Tim Grewe, GM’s
director of battery cell engineering and electrification strategy. The
company has a robust and expanding battery-cell R&D program and testing
facility. At the same time, GM announced a new joint venture with LG Chem to build an Ohio-based battery gigafactory with 30 GWh of annual capacity.
General Motors will be relying on Grewe and his team to deliver battery
solutions for the GMC Hummer EV and a growing list of future GM electric
vehicles. Here’s an edited version of our interview with Grewe.
Electrek: Are you encouraged by how the industry is bringing down the cost
of cells?
Tim Grewe: The costs are coming down dramatically. We’re not anywhere close to the bottom. When we started [making EVs], we didn’t have the field data. So we were conservative with the batteries. The active material inside the cell was number one. But you still have to work on everything else.
What about the supply of materials for cells, like cobalt and nickel?
There’s talk of getting rid of cobalt. How do you get the same energy
density with no cobalt? And people are talking about the great nickel spike of 2024. That’s predicted.
We’re working on battery recycling so that we mitigate that a little bit.
The problem is, for example, the Volt extended-range batteries are still
going strong. There was an extended range Volt that had 450,000 miles on it, and the battery was still chugging along. So it’s a question of getting
supply into the recycling stream. There’s just not enough supply to have a secondary use company so it can depend on the supplier.
We are actively looking into our design to make disassembly easier. If you
look at our pouch cells, the nice part of the tabs being on both sides, if
you drain it, and then you slice it, you can separate it. And so now you’re putting a cathode or an anode into the reclaimer. You’re not putting them both in. There’s a lot of technology that we’re working on. We have
partners who know the recycling business that we can leverage.
Talk a little bit about cell form factor, pouches versus prismatic cells.
Has that settled yet?
It’s what’s inside the cell that counts. Our future architecture can
handle everything. We can flex with the industry. If you look at where our
Ohio joint venture [with LG Chem] is going, we’re not stopping at that
pouch. We’re vertically integrated where we understand all that, and how to make it optimal.
There are different trade-offs. One of the nice things about the blade cell is you can cool it on both sides of the tabs. Then you get all those
conductors running through there as your heatsink.
Are you working on solid-state batteries? Is that eight to 10 years away?
It’s closer than that. We’re chasing it as hard as we can. But we have to make sure it doesn’t disappoint [for energy density, cell life, etc.]
How do you account for future, faster charging rates?
We don’t want the car to be the limit. There’s a way to do technology and do it all. Better graphites are coming out and better mixes that happen
inside the cell.
We need to make sure the cell and the vehicles are out of the way — with
actively cooled cords. The big boys are jumping in, like Exxon. And 3M is
coming out with what I call plastic water. It’s electrically insulated,
thermally conductive water.
How will your new battery-development facilities help you?
It’s mostly larger scale — nothing fancy, just good old engineering and
iterating as a learning organization. We’re constantly working on better
test methods. It’s 10,000 details. At General Motors, we have all these
experts running in parallel. We pull that together.
We use factory-management systems and combine it with the telematics, and do the big data, to turn this into an optimized solution.
是的，电池还有很大降价空间。外包天朝，人工比土还便宜，烧钱的环保控制可以省略。
是有潜力的
等一等
●○●○●○●○●○●○●○●○●○●○●○●○●○●
爱思考早觉醒 人人举报 变态辣椒 RebelPepper @remonwangxt
●○●○●○●○●○●○●○●○●○●○●○●○●○●
【 在 digua (姚之FAN) 的大作中提到: 】
: 版上的民科们应该好好读一读，不要关起门来自己想。
: https://electrek.co/2020/02/10/gms-director-of-battery-cell-engineering-
were
: -nowhere-near-the-bottom-of-the-price-curves/
: GM’s director of battery cell engineering: We’re nowhere near the bottom
: of the price curves
: On a recent trip to Detroit, we spent a few minutes with Tim Grewe, GM’s : director of battery cell engineering and electrification strategy. The
: company has a robust and expanding battery-cell R&D program and testing
: facility. At the same time, GM announced a new joint venture with LG Chem to
: build an Ohio-based battery gigafactory with 30 GWh of annual capacity.
: ...................
商品价格跟原料价格又不是正比。。。
再说了，手机成本够低吧，便宜手机那么多，为啥一多半的人还花那么多钱买贵手机
不要关起门来自己想，呵呵。
嗯，不要关门想，我全仓得都是锂矿股，3年后见分晓
【 在 digua (姚之FAN) 的大作中提到: 】
: 不要关起门来自己想，呵呵。
你个地瓜，技术进步成本降低有啥不好的？难道像美国手机运营商那样专搞各式扯鸡巴蛋的plan结果价格就是下不去还动不动就他妈没有信号？
【 在 digua(姚之FAN) 的大作中提到: 】
: 不要关起门来自己想，呵呵。
不知道你在想啥。
这个版上有好几个民科，总是臆想电池价格降不下来。其实这版上也有已经不少人说了，电池生产规模上去，竞争起来，电池价格会持续下降。
【 在 HarvardThief (博后肄业) 的大作中提到: 】
: 你个地瓜，技术进步成本降低有啥不好的？难道像美国手机运营商那样专搞各式扯鸡巴
: 蛋的plan结果价格就是下不去还动不动就他妈没有信号？
:
: 不要关起门来自己想，呵呵。
: