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Compared with the high-speed safety solution plan, the solid battery is moving forward in a bad situation.
What is the “head-to-head” of electric car spontaneous combustion? To answer in a very fashionable sentence, it is innocent without a single snowflake.
(Source: WeChat public number “NEEscort Times” ID: NEtimes2017 Author: Leslie Ding)
A thriller of energy density, brings a grand challenge to the safety of battery packs and the entire Sugar daddy car. In 2018, 52 safety changes occurred in domestic electric vehicles per million. If you talk about scenes, charging, driving, and parking are all scenes that will change safely.
If the analysis occurs, 58% of the ignition changes occur due to the heat loss of the steel battery. Nearly 90 sounds. The heat-dropping cat finally calmed down and fell asleep obediently. It is triggered by a short circuit. The core layer surface is mainly filled with extreme data, electrolyte, and separator, which is a direct fire conductor for heat loss control. After being formed, how to restrain heat dissipation in structure design, cooling, and electrical control is related to whether the heat loss control risk can be reduced or severed.
October 16-17, 2019, the 201Sugar baby9 China, Japan and South Korea’s next generation new power vehicle battery technology conference was held in Shanghai. The topics are divided into two forums, with the themes Sugar daddy for battery hot safety and solution planning and solid battery key technology and industry challenges.
Forum 1. OEM, power battery enterprises, famous universities, experiment rooms, and testing institutions discuss the generation and solution plans of high-voltage battery heat loss control under the continuous fluctuation of power batteries. The two forums are analysis of the different solid battery technology routes and current states.
System Look at Hot Safety
The entire life cycle of a power battery starts with the selection of the data system, to the completion of the core, the molding of the module and PACK, the battery management after the installation, and to the application in the vehicle operation.
The heat loss control is generatedSugar babyThe origin is in the core. The main problem is the “fire conductor” and the electrolyte is the “fuel tank”. It only requires a “spark” and will cause heat loss or fire.
“Spark” may come from the inside of the core, or from the outside. Internal cause is important refers to the unstable reasons that arise during battery design and manufacturing; external cause is important refers to the reasons caused by personnel, internal conditions, etc. during battery transportation, installation and operation and maintenance.
The formation of a safe and heat-safe battery effect is important because part of the overheating is caused, which causes a short circuit inside the battery, or may be a micro-short circuit to form a breakage of the battery partition, resulting in a short circuit of a larger surface area.
The galvanized ion battery has been upgraded from NCM111 and NCM523 to NCM622 and NCM811. The content of positive ternary data has been continuously improving, the oxygen temperature has been continuously decreasing, and the thermal stability of positive ternary data has become worse and worse. The drop in oxygen temperature means that the steel battery is more heat-resistant, and the positive data changes from a layer structure to a spinel structure as the temperature progresses, and then forms a silo and releases reactive oxygen. The growth of salt and the release of oxygen are the most basic problems caused by heat loss control.
Electric chemical learning is the most painful problem for the core factory. Under heat shock, overcharging, overdischarge and overdischarge, the active substances and electrolyte inside the battery will produce diuretic dendrites, pierce the partitions, causing internal short circuits. The negative galactite is the year after the growth of dendrites of the galactites. Therefore, how to avoid diuretic dendrites is a major coursePinay escort topic.
The effect of the partition causes the negative short circuit. It is a major heat loss control cycle. When the safety film on this layer of the SEI film is damaged, the electrolyte reacts with the electrode and produces heat, which will melt and separate. And the enemy facing each other is also diagonal, threatening its completeness and stability.
In addition to battery dissipation caused by internal short circuit, overcharging, battery aging, etc., external short circuit, pressure, fire burning, soaking, and simulated collisions, mechanical dissipation under extremely extreme conditions will also be transformed into internal short circuit and cause electric dissipation. Sugar daddy, which will eventually lead to heat loss.
The battery can have some distortions and functional degradation during the entire life cycle, which will form a core that exceeds the scope of safe application and is applied, causing some safety changes.
Battery and OEM cooperation
Hot loss of internal and external factors generated by control requires cooperation between battery manufacturers and OEM, and provide a comprehensive solution plan, including negative data, separators, electrolytes, battery management, and Sugar babyPACK structure design.
For battery factories, we should find high pressure and high temperature resistant flame retardant electrolyte, high temperature resistant single crystal positive data, negative data that restrains dielectric dendrites, or perhaps use NMC811 positive masks with added silencing agents to improve the application of dry separators, introduce ceramic separators, and restrain heat loss control on the core layer.
For host manufacturers, it is not easy to pay attention to the safety of the battery. In addition to the problems of the battery itself, battery connection, mechanical safety, charging connection, daily application problems, and agile handling after problems are all the focus of electric vehicle safety.
OEM’s power battery safety protection system is designed and verified in four aspects: single, module, BMS and system. On the one hand, battery manufacturers themselves ensure safety through design and manufacturing of the environment. On the other hand, the entire vehicle considers mechanical, electric and thermal safety from the safety of the module, such as safe gaps, stress design, and protection.
In the overall structure, OEMs should consider the various working conditions of the entire car, including cooling pipelines, new cooling technology, thermal control warning, and anti-dispersion. At the same time, they think about actively igniteing fire, how to scatter the fire through internal structure.
OEM is thinking extensively about how to improve the safe design of battery packs from the system layer. Regardless of the negative data, electrolyte, separator, the structure design, cooling, heat management, and prevention warning of PACK after the assembly are all the objects of OEM analysis.
The safety of a steel battery is a major topic that touches all aspects from data, production to application. To ensure the heat safety of electric vehicles, we need the joint efforts of host factories, battery factories and testing institutions to advance from analyzing the heat-dumping mechanism and explore new technologies that delay the occurrence of heat-dumping control.
Difficult sounds of solid-state batteries
The forward of the electric car indicates that the power battery does not retreat in the specific energy standard. The application of high-electricity-related data has become a trend, and NCM811 and silicon-carbon negatives are increasingly appearing in the technical routes of battery factories. But the fire risk still threatens the application of high-pole batteries. So the battery factory and Manila escortOEM aims toward the flame retardant, high-pressure solid electrolysis quality, hoping to solve the balance problem of specific energy and safety. However, at this China-Japan South Korea Conference, the China-Japan Chiada’s China-Japan Chiada’s view on solid battery research and application is very different, challenging the inherent insights of solid battery in the industry. Compared with the high-speed safety solution plan, the solid battery is moving forward in a bad situation.
Dr. Tadahiko Kubota, a 30-year solid battery expert in japan (Japan) Escort, japan (Japan) former Honda and Honda battery focal point experts, can be described as “sad” to describe the reality of solid battery research and development. It is quite difficult for solid battery to be used in electric cars. On the other hand, domestic clean pottery, blue, jingneng, domestic high-tech battery factories, Chinese Academy of Sciences, Tongji University, Shanghai Road and other majors are all in the solidarity and cold wind, and the snow in the community has not melted. The battery conducts a tireless and in full swing.
japan (Japanese) experts can be combined into the following points: Sugar baby sulfides are still in the R&D stage, and the current stage technical level does not produce energy. Its initial goal of developing solid-state TC: