Lithium News

Spring Hill is the second battery cell factory from Ultium Cells to reach series production, following the Warren (Ohio) plant, which started production in 2022. For the GM vehicle plant in Spring Hill, where the Cadillac Lyriq is built, on-site cell production is a major improvement: the batteries are no longer transported from Ohio to Tennessee, but only about half a mile, according to Ultium Cells.

Ultium Cells also plans to supply other General Motors plants from Spring Hill. Shipments will “increase in volume and frequency as the plant commissions additional production lines,” according to the company, without saying exactly Ultium Cells’ battery logistics will look like in the future and which vehicle plants will be supplied from which cell factories.

In addition to the cell factories in Warren and Spring Hill, Ultium Cells is building another US battery factory in Lansing, Michigan. Production there will start at the end of 2024. However, plans for a fourth plant to be built in New Carlisle in the US state of Indiana were put on hold at the beginning of 2023.

Ultium Cells does not comment on the progress of the work in Lansig, as a press statement focuses on the milestone reached in Spring Hill. “This moment has been years in the making, and I’m grateful to the thousands of contractors, community partners, and team members who have worked tirelessly to make this moment a reality,” says Plant Director Chris Desautels. “We’ve built a great team here in Spring Hill, and we’re proud of this world-class facility.”

“Ultium Cells – Tennessee creates incredible synergies by combining the operational expertise of GM and the validated, state-of-the-art battery processes and equipment technology of LG Energy Solution to make benchmark battery cells for our customer General Motors,” adds Youngduk Kim, LG Energy Solution’s regional director.

The development of battery electric maritime propulsion has involved using lithium battery technology that incurs high cost per kilowatt hour. An alternative liquid metal battery technology that incurs much lower cost per kilowatt-hour offers competitive application for short-distance propulsion along inland waterways.

Introduction

Efforts and initiatives aimed at reducing carbon emissions have prompted the maritime sector to develop battery-powered vessels for ferry and tugboat service. While the present cost of lithium battery technologies is currently around $400 per kilowatt-hour ($/kW-hr), future costs are expected to decline to $250 to $300/kW-hr between 2030 and 2035. A competing liquid metal battery technology developed by MIT for stationary application incurred a prototype limited-production cost of $180/kW-hr. Full scale production versions of the liquid metal battery are expected to drop to below $35/kW-hr between 2030 and 2035, with both stationary and mobile applications.

The liquid metal battery is housed in a container that measures eight feet wide by 10 feet long and 10 feet tall, with storage capacity of 1,000 kilowatt-hours that can be delivered at up to a steady 250 kW over four hours. The container weighs up to 60,000 pounds. Repeated deep cycle discharge of small-scale versions of the liquid metal battery technology has revealed minimal fade over 20,000 full-depth cycles, with the battery having withstood 100,000 deep drain cycles. The battery combines low initial cost combined with extended usable service life.

On the Water

The coupling of standard size barges into trains (tows) provides possible application for short distance propulsion using liquid metal battery technology. While it is possible to install liquid metal battery containers into the construction of a tug, it is also possible for standard-size barges built to 195 feet length by 35 feet width to carry the weight of multiple liquid metal battery containers that each weigh 60,000 pounds. An empty barge typically weighs 280,000 pounds and with water density at 62.4 pounds were cubic foot, would cause the barge to displace 8 inches depth of water.

The combination of barge weight plus that of 40 battery containers (40 x 60,000 = 2.4 million pounds) spread in an array on the barge would displace water to a depth of 6 feet 4 inches. An array of 48 battery modules on the barge would displace water to a depth of 7 feet 5 inches, while an array of 52 battery modules would displace 8 feet of water depth which is the typical navigation depth of barges that operate along American inland waterways. The barge would require a cover for reasons of weather protection and water that could splash into the container area.

Onboard Energy Storage

Each battery container would hold 1,000 kW-hour of electrical energy. A barge carrying 40 battery containers would offer 40,000 kW-hour of energy, or up to 10,000 kW (13,400 horsepower) over four hours duration.

Some of the largest tows along the Mississippi River have involved barges coupled 9 lengthwise by up to 7 abreast for total of 63 barges, pushed by a tug of 10,000 horsepower (7,460 kW). If the last row of barges were battery barges offering 280,000 kW-hour to 364,000 kW-hour of energy, a battery tug could push the tow for between 35 hours and 45 hours. The less powerful tugs on the inland waterway develop 3,500 Hp (2,610 kW) to 4,200 Hp (3,200 kW), allowing a battery barge converted to a tug to push a tow of barges for 12 to 14 hours.

Deeper Waterways

Battery electric tugs built to 40 feet wide by 220 feet long could push barges of containers from the Port of Newark to a container terminal at the Port of New York. A new container terminal is being built east of Montreal, on the south side of the Lower St. Lawrence River. There may be scope for battery electric tugs to each push a barge laden with containers between Port of Montreal’s new terminal and a container terminal on the south side of the island of Montreal. Battery electric tugs could shuttle barges of containers between terminals at Port of Singapore and nearby Malaysia.

The St. Lawrence River and Seaway allows a navigation depth of over 20 feet. A vessel weighing 360,000 pounds and built to the dimensions of a Mississippi standard barge could carry 72 battery containers, displace water to a depth of 11 feet and hold 72,000 kW-hour of energy. It could carry 144 battery containers on 2 levels and displace water to a depth of just over 21 feet while holding 144,000 kW-hour of energy.

Future Power Generation

Political efforts to convert the commercial transportation sector toward greater use of electrical propulsion would require construction of multiple new power stations in several nations, with nuclear conversion being the prime candidate. Development of new power stations requires massive investment over the period of at least a decade and longer. Progress is slow and steady in the area of energy conversion using tidal currents and ocean waves. While the cost of solar power and wind power conversion has been declining, there is emphasis on making newer versions of both technologies more recyclable.

Conclusions

Unlike electric road transportation vehicles that require expensive lithium-ion battery technology to travel for multiple hours, electrically powered large-scale maritime transportation vehicles may use large grid-scale batteries that offer up to 20,000 full-depth discharges that when in full-scale production, incur a cost of around 1/10th per kilowatt hour of lithium-ion battery technology. Some lithium iron phosphate batteries can deliver up to 3,000 full-depth discharges. Lithium-ion batteries are best being rarely fully depleted and can achieve 1,500 cycles when repeatedly discharged from 100% down to 20%, or up to 3,000 cycles when repeatedly discharged from 100% down to 50%.

In tug barge operation along inland waterways, the battery barges would be coupled at the back of the main tow and sail in the hydraulic shadow of the barges coupled immediately ahead, thereby reducing parasitic hydraulic drag. As batteries approach depletion, the battery barges might be exchanged at prearranged locations for barges carrying fully recharged batteries. In battery electric maritime operation, the liquid metal battery, the iron air battery, the aluminum air battery and large-scale lithium-ion batteries would each occupy distinctive market niches within the electrically powered maritime sector.

General Motors has filed a patent application for battery cells with unusual shapes designed to aid cooling.

Instead of the rectangular shape of the automaker’s current Ultium cells, the patent application, first spotted by Motor1, discusses Lego-shapes that leave channels when the cells are assembled into modules. These channels could be used for cooling, helping to extend battery life, GM claims in the application.

The idea seems to be that cool air will flow directly onto a larger surface area compared to current GM Ultium modules, in which a cooling plate is placed underneath a solid mass of cells. A similar effect could be achieved with conventional-looking cells of varying length and thickness, GM says in the application, by arranging them to form an H-shape that incorporates cooling channels.

The downside would be the added complexity of manufacturing nonuniform cells, something GM might not want to take on considering the production headaches the company has experienced with its current Ultium cells. Production of Ultium EVs went at a trickle in 2023, causing GM to delay plans for additional electric truck capacity. Software issues also kept deliveries of the Chevrolet Blazer EV on hold for months.

Some of the production issues were due to GM ignoring its own best practices, including installing automated assembly line equipment in its “Factory Zero” in Detroit without proper testing, according to a recent Bloomberg report. Executives told Bloomberg that they believe the worst of these issues are past, and are forecasting EV production of 200,000 to 300,000 vehicles this year, compared to 14,000 in 2023.

GM has several EV models waiting to be launched, including the 2024 Chevy Equinox EV, a replacement for the Chevy Bolt EV, the first Buick EV for North America, and additional electric crossovers for Cadillac. Whether any of these models will eventually use battery cells shaped like assemblies of Lego bricks remains to be seen.

Electric cars have soared in popularity in the wake of high gasoline prices. While improvements in vehicle battery technology have led to increased battery range, consumers are still left wondering how long they can expect their vehicle battery to last. After all, the battery pack is the most expensive part of an electric car, with a new battery costing upwards of $20,000.

So what can you expect for an electric vehicle’s battery lifespan? We have the important answers.

What are EV Batteries?

Internal combustion engined cars are powered by gasoline, while EVs are powered by a battery pack driving one or more electric motors. The batteries that power electric cars are rechargeable lithium-ion batteries, which is the same type of battery found in cell phones and other consumer electronics. Lithium-ion batteries have a higher energy density than lead-acid or nickel-cadmium rechargeable batteries, which means they don’t take up as much space while providing an equivalent level of power. A vehicle’s battery capacity is measured in kilowatt hours (kWh), so a vehicle with a higher kWh rating means it has more range.

How Long Do EV Batteries Last?

The lifespan of an EV battery depends on a number of factors. While battery life can vary, EV manufacturers are required to issue a warranty for at least 8 years or 10,000 miles. However, some manufacturers offer longer warranties. Kia offers a battery pack warranty for 10 years or 100,000 miles, and Hyundai provides warranty coverage on EV batteries for the vehicle’s entire lifetime. Battery warranties vary not only by time but also the nature of the coverage. Some automakers will only replace the battery if it completely dies, while other brands like BMW, Tesla, and Volkswagen will cover a battery if battery capacity falls below a certain percentage.

As battery technology continues to evolve, companies are creating larger batteries with increased range. For example, the first generation Nissan LEAF had a maximum range of 84 miles, while the newest LEAF has a maximum range of 212 miles. The advanced technology of these larger batteries also reduces their degradation. Even as they degrade, they will still maintain a long battery range. Moreover, a Tesla Model S only loses an estimated five percent of battery capacity over its first 50,000 miles.

This means that while every electric car battery pack will degrade over time, modern electric car batteries likely won’t require a battery replacement. And as engineering continues to evolve, batteries are designed to last the entire life of the vehicle.

An EV battery is expected to last 10-20 years depending on maintenance and care.

How to Prolong the Life of Your Electric Vehicle Battery

Just like there are preventative maintenance measures to extend the life of your gasoline vehicle, there are EV charging measures you can take to prolong your EV’s battery life. Here are the top tips to protect your EV battery’s health:

1. Avoid parking in extreme temperatures    

Lithium batteries have thermal management systems that will heat or cool themselves, which in turn uses energy and drains EV battery packs. Try to park in the shade if possible on hot days and inside in extreme cold temperatures to assist battery longevity.

2. Don’t Charge Your Car Too Much or Too Little

Modern electric cars are equipped with management systems that avoid charging and discharging at the maximum and minimum charging levels. You should avoid charging your vehicle above 80 percent or below 20 percent to extend EV battery life.

3. Minimize Use of Fast Charging Stations

DC fast charging stations can bring your battery level up to 80 percent in as little as 30 minutes. With this convenience comes a strain on your EV battery. For optimal battery life, you should limit how often you plug in to these fast charging stations for occasional scenarios, like road trips.

4. Maintain Optimal State of Charge While Vehicle is Stored

If you are planning on storing your vehicle for a long time, make sure that your battery does not have an empty or full charge. With a timed charger, you can set it to maintain the charging level between 25 and 75 percent.

Second Life of EV Batteries

When an automotive EV battery’s performance dips below 70 percent, it can have a second life when it is no longer useful to power a vehicle.  There are many applications to repurpose EV batteries for renewable energy sources including home battery storage systems and powering manufacturing plants. In Japan, Toyota has installed EV batteries to store power generated from solar panels.

Bottom Line

While an electric car’s battery life can vary, advancements in technology have helped ensure that it typically lasts for the lifespan of a vehicle. The main factor for prolonging a battery’s life expectancy is to limit the number of charging cycles each battery cell goes through. Battery cells die when a battery reaches its empty or full state of charge for too long, so make sure you charge your vehicle according to the manufacturer’s instructions to minimize battery degradation.

If you’re in the market for a new or used electric vehicle you can search over 4 million used electric cars, SUVs, and trucks with iSeeCars’ award-winning car search engine that helps shoppers find the best car deals by providing key insights and valuable resources, like the iSeeCars free VIN check report and Best Cars rankings. Filter by vehicle type, front or all-wheel drive, and other parameters in order to narrow down your car search.

This article, How Long Do Electric Car Batteries Last?, originally appeared on iSeeCars.com.

A new facility slated to open later this year could make Madison a hub in the manufacturing process for rechargeable batteries and aid other U.S. companies in developing new technologies.

Orbia Fluor & Energy Materials, a business group within Mexican chemical manufacturing company Orbia, is converting an 11,000-square-foot building near the Beltline and Interstate 90 interchange into a production center for the electrolytes used in the batteries of everything from cell phones to military equipment.

Lithium-ion batteries consist of a positive electrode, a negative electrode, and lots of lithium ions traveling through a substance called electrolyte. When a battery is fully charged, all its lithium ions are at the positive electrode. As the battery uses its charge, they move toward the negative electrode until they’re all at the negative electrode and the battery is fully depleted.

Electrolyte allows that “charge transfer” to happen, and each type of battery uses a different electrolyte recipe. Orbia Fluor & Energy Materials’ new facility will produce custom electrolytes by blending lithium salts, solvents and additives in the ratios each of its clients need.

“There’s only a couple other companies in the United States that do this,” said Carl Thoemmes, who leads business development for the company’s battery materials division. Those other U.S. electrolyte manufacturers primarily produce the type and volume of electrolytes needed for electric vehicles.

Companies that make much smaller batteries and buy electrolyte by the barrel rather than the train-car load have typically had to rely on electrolyte suppliers in Southeast Asia, Thoemmes said.

That can mean longer waits, higher costs and more logistical challenges, he said. “You can’t just put a 5,200 kilogram drum full of electrolyte on an airplane. It has to go by boat … and clear Customs.”

That’s why Orbia Fluor & Energy Materials started manufacturing custom electrolytes last year at its existing Technical Center of Excellence research and development center at 3587 Anderson St. With the new facility, the company anticipates scaling up production from about one ton per year to around 400 tons a year. It expects to deliver its electrolyte to clients within four weeks, about twice as fast as its international competitors, Thoemmes said.

“We’re localizing supply and enabling (U.S. companies) to develop faster and more cost-effectively,” Thoemmes said. “We’re closing a critical supply gap.”

So far, the company’s clients include battery manufacturers Navitas Systems, Enovix, Lithion Battery and Forge Nano. The company’s efforts to build a domestic electrolyte supply have also caught the attention of the U.S. military, which buys technology that uses lithium-ion batteries. Recently, the Department of Defense awarded the company an $8.4 million contract.

The company plans to hire 36 new employees for the facility by 2026. The lithium-ion battery chain is expected to grow by more than 30% each year from 2022 to 2030, ending with a market value of more than $400 billion, according to a report released last year by consulting firm McKinsey & Company.

Orbia Fluor & Energy Materials acquired Madison battery technology startup Silatronix in 2021. Started by University of Wisconsin-Madison professors Dr. Robert West and Dr. Robert Hamers in 2007, Silatronix initially focused on developing and producing a single electrolyte component called organosilicon to make lithium-ion batteries safer and more efficient, reducing the chance that they would catch fire or explode.