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Innovation Roadmap in Clean Mobility Materials

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Innovation Roadmap in Clean Mobility Materials 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
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