Seoul, Korea 6 June 2018 Innovation roadmap in clean mobility materials
SPEAKER Denis Goffaux Chief Technology Officer Executive Vice-President Energy & Surface Technologies
2 Agenda
Well to wheel efficiency considerations
Key developments in xEV battery materials
Key developments in fuel cells
Wrap-up
3 On the road towards clean mobility Well to wheel efficiency considerations
Well to wheel – efficiency to convert fossil energy into motive energy
Well to tank – energy consumed to Tank to wheel – energy extract and transform fossil fuel into consumed to transform usable fuel (by extension, electricity) the chemical energy from fuel into motive energy
4 On the road towards clean mobility There’s nothing like BEV in terms of tank to wheel efficiency
ENERGY CONTENT (Wh/kg)
Gasoline 13,100
Diesel 12,700
Hydrogen 39,400
Li-Ion battery 280
APPROXIMATE TTW PER DRIVETRAIN
Gasoline 25%
Diesel 30% Tank to wheel – energy FCEV 50% consumed to transform the chemical energy from BEV 90% fuel into motive energy
5 On the road towards clean mobility Well to wheel sets a clear trend towards BEV….
140
120 …. but it is an 2021: 100 95 g/km evolution and not a revolution 80 /km 2 Beyond During which 60 2021: gCO we need: <95 g/km 40
20 1 2 Typical C-segment car 0 Sources: JEC consortium, Cleaner and more Roland Berger study and Umicore estimates Diesel ICEs xEVs Gasoline
CNG (EU-mix) BEV (renewables) FCEV (50% renew.)BEV (EU-mix 2030) Full Hybrid (gasoline)PHEV (30% electric) Tank to wheel Well to tank
6 Agenda
Well to wheel efficiency considerations
Key developments in xEV battery materials
Key developments in fuel cells
Wrap-up
7 xEV battery materials technologies roadmap Path towards longer driving range
Wh/kg as a function of Wh/l for state-of-the-art Li-Ion
600 /kg) 500 Wh 80% Ni 60% Ni 400 90% Ni 50% Ni 300 % LFP 33 Ni 200
100
Gravimetric energy density ( 0 0 100 200 300 400 500 600 700 800 900 1000 1100 Volumetric energy density (Wh/l)
Car OEMs are looking for the highest (volumetric) energy density
8 Umicore’s innovation pipeline spans the next 20 years Driving energy density in today’s and tomorrow’s Li-Ion batteries
Product R&D: developing Process R&D: the next generation of technologies for cost Li-ion cathode and efficient industrial scale anode materials production at the highest quality standards Material optimization and Umicore has an innovative and integration into advanced cell leading process technology for designs for ultimate performance bringing solutions to mass production
9 Path towards longer driving range Strategies to increase the energy density in Li-Ion batteries
Cathode Cell material design optimization
Shift in anode materials
10 Cathode material optimization One big family of products
Nickel + : energy - : safety, manufacturing, 90% Ni life LCO, all grades of NMC, NCA: 80% Ni all layered materials sharing: % • crystal structure 60 Ni • base manufacturing concepts 50% Ni 33% Ni Exact properties depend, among others, on relative ratio metals in metal site Cobalt Manganese
+ : life, power, + : Cost, Safety manufacturability - : power, life - :cost
Umicore has the full spectrum of materials in portfolio
11 Cathode material optimization Opening the tool box
Smart Composition High voltage use Energy Surface Density Packing properties density
Several tools at hand to customize cathode Differentiation materials for customers’ key requirements through technology
12 Cathode material optimization
Composition Higher nickel NMC is an obvious track
Wh/kg as a function of Ni content at constant 4.2V
260 • Energy density increases 240 proportionally with Ni content in 220 the cathode material 200 • Gains up to 17% could be 180 obtained by moving from 33% to /kg 160 Wh 90% Ni 140 • Cathode materials need to be 120 tuned 100 80 33% Ni 50% Ni 60% Ni 80% Ni 90% Ni
Umicore’s twenty years experience in producing complex cathode materials provides a strong edge to tune cathode materials for higher energy density
13 Cathode material optimization smart Playing with the voltage window voltage use
Wh/kg as a function of Ni content at 4.2V versus 4.35V
280 • Standard voltage ~ energy density 260 60% Ni @ 4.35V window for Li-ion cells 240 80% Ni @ 4.2V is 3.0 to 4.2V 220 200 • Smart use of voltage
/kg 180 window allows energy
Wh 160 density gains of up to 140 8% for a given 120 composition 100 80 • Cathode materials and 33% Ni 50% Ni 60% Ni 80% Ni 90% Ni their surface need to be 4.2V 4.35V tuned
Umicore has patented technologies to engineer and enhance cathode materials and its surface to sustain higher voltages
14 Cathode material optimization packing density Increase the package density to gain an additional 10%
Base Optimized packing packing Optimizing the packing density density density increases the energy density by another ~10%
Umicore has patented technologies to master the full precursor and cathode material flowsheet for ultimate performance
15 Cathode material optimization surface Enabling use of high nickel in large pouch designs properties
Thickness increase as a function of Ni content at constant 4.2V and 90°C 100% • Gas generation is correlated 90% to nickel content in the cathode 80% 70% material 60% Umicore know how • So far, this has limited the use 50% of Hi Ni to small rigid cell 40% 30% formats 20% Cell thickness increase 10% 0% 33% Ni 60% Ni 80% Ni 80% Ni optimized
By focused surface engineering (patented technologies), Umicore enables usage of Hi Ni materials in large pouch format cells
16 Cathode material optimization Is higher nickel the holy grail?
High nickel is part of the solution towards higher energy density The full spectrum of chemistries is and will However, basic fundamental drawbacks must be considered: be needed to serve • Technology limitations: customers’ requirements • Cycle life: not yet on a par with lower Ni compounds • High voltage stability and safety yet to be demonstrated • Limited experience of integration into large cells at Umicore offers the full battery makers range of lithium layered • Performance comes at a cost cathode materials - all • Industrial application at 90%+ Ni yet to be demonstrated certified for the most stringent automotive Through technology Umicore can address some of these drawbacks requirements
17 Path towards longer driving range Strategies to increase the energy density in Li-Ion batteries
Cathode Cell material design optimization
Shift in anode materials
18 Shift in anode materials From graphite to silicon Wh/kg as a function of Ni content with graphite and silicon based anode technology 380 Current graphite anodes are replaced by high capacity 330 silicon based anodes 280
/kg 230
Capacity 2-10 times Wh 180 higher than today’s graphite technology 130
80 60% Ni 80% Ni Potential to increase energy Graphite technology Silicon-based technology density of batteries up to 50% versus current state-of-the-art technology xEV roadmaps push for Si-based anodes
19 Swelling remains a major drawback
During charge: volume of silicon intrinsically expands by 300%
Umicore has developed a Umicore is currently unique material to avoid in product qualifications for excessive electrolyte its first generation of silicon- reactions during swelling based anode materials with and contractions several customers
20 Path towards longer driving range In a liquid state Li-Ion Battery
+10-50% /kg) Wh +7% +8% +17% +6% Energy density (
33% Ni 90% Ni Low weight cell Higher packing Higher voltage Si-based anode Final design design density 4.35V
A smart integration of optimized active (cathode and anode) materials into advanced cell design will allow xEV battery materials producers to offer their customers the targeted driving range (500-700km range)
21 Path towards longer driving range When the liquid electrolyte becomes the limiting factor
Solid state battery: Liquid state Solid state ED target: ED target: • Solid inorganic or polymer 280Wh/kg 500Wh/kg electrolyte 660Wh/L 1000Wh/L • Li-metal anode • Tailor-made cathode materials C or Si/C- Cathode material + Li Cathode material based anode liquid electrolyte metal + solid electrolyte
Separator Solid electrolyte
Umicore’s twenty years experience in Umicore is currently producing complex cathode materials developing in collaboration with provides a strong edge to tune cathode customers cathode materials materials for solid state batteries for solid state batteries
22 Solid state batteries Still on lab and pilot scale
… yet some There are drawbacks to be many advantages…. overcome
• Higher safety (no liquid organic electrolyte) • Electrolyte conductivity • Increased temperature stability • Materials stability and purity • High energy density • Processing issues • Easier integration into a pack (simplified thermal management)
Solid state batteries are on major OEMs’ roadmaps
23 Path towards longer driving range What could be next on the roadmap?
Li-Sulphur Li-air
+ good gravimetric energy + very high theoretical gravimetric density and potentially low cost and volumetric energy density
• low volumetric energy density - • low cycle life • limited power - • proof-of-concept only on lab scale; • limited cycle life no tangible progress despite huge academic R&D efforts
Potential disruptive technologies unlikely to play a role in automotive applications in the foreseeable future due to critical limitations and/or low technology readiness level
24 Path towards longer driving range Conclusions
Wh/kg as a function of Wh/l for state-of-the-art Li-Ion
600 Practical limits Li-S Full solid state
/kg) 500 Li-S Wh 80% Ni 400 60% Ni Si-based anode % 300 50 Ni 90% Ni 33% Ni LFP Practical limits 200 Li-ion in solid Practical limits state 100 Li-ion in liquid
Gravimetric energy density ( state 0 0 100 200 300 400 500 600 700 800 900 1000 1100 Volumetric energy density (Wh/l)
25 Agenda
Well to wheel efficiency considerations
Key developments in xEV battery materials
Key developments in fuel cells
Wrap-up
26 Fuel cell drivetrains are gaining traction Technical drivetrain maturity achieved and demonstrated by several OEMs
• Fuel cells generate electricity using hydrogen as the energy carrier
• Hydrogen reacts with oxygen, The catalyst is creating electricity a key driver for • The electro catalyst sets this cost and chemical reaction in motion performance
Umicore has been developing fuel cell catalysts for close to 30 years: Competitive product Strong positioning in existing OEM platforms and R&D portfolio and 2020+ development programs
27 Fuel cells drivetrains Provide superior range and better refueling time than BEV But there are It provides still some drawbacks the best of both worlds: to overcome: • Zero emissions ~ BEV • Cost: • Lower Pt utilization and • Driving range and refuelling time ~ enhanced system design internal combustion engines (through advanced fuel cell catalysts) Fuel cell technology fits for long • Economy of scale range applications, in particular • The need for worldwide trucks infrastructure programs: targeting for basic coverage in 2025
28 Agenda
Well to wheel efficiency considerations
Key developments in xEV battery materials
Key developments in fuel cells
Wrap-up
29 Unique position in technology roadmap for clean mobility materials
ICE (p)HEV Emission control Battery catalysts materials and emission control catalysts
BEV Fuel cells Battery materials Electro-catalyst and battery materials
The roadmap towards clean mobility = technology driven
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