In today’s world, the electric vehicles are absolutely the future of transportation. Innovative technology will make EVs take over the electric market. As you know, weight is one of the biggest banes for electric car engineers. As a consequence, the batteries are exceedingly bulky and dense. With the internal combustion engine swiftly pulling over the Electric future. The challenge is dealing with an EV’s added battery mass which becomes essential.
Suppose if you want to build the EV with a better range than the slapping in a larger battery to provide that the field is not necessarily the solution. The thing you have to do to increase the size of the brakes to upgrade the capabilities of stopping the heavier car. Next, we need to configure the vehicle with a higher break, bigger wheels, and a solid structure to control the more considerable weight. This is what we call the weight spiral, and the issue with batteries is that they need you to lug around the dead weight to power the vehicle. despite all its benefits, there are many companies who faces major issues “Battery Fire Risk Problem.”
On the other hand, if we integrate the battery into the structure of the electric car.; they serves the dual purpose of powering the vehicle. As a result, which work as the dual purpose of powering the car and then serving as a skeleton. However, the Tesla and many Chinese companies adapt these new approaches in their new projects of their car batteries is about to transform EV. Becuase, they find the structural designs coming out of these companies stand to not only change the way EVs are produced but boost the vehicle ranges while decreasing the manufacturing costs.
Over the past few years, battery construction techniques have come a long way with cell-to-body, cell-to-chassis, and cell-to-pack to be more efficiently integrated into the car. In addition, it will help us to get closer to a hypothetical perfect EV battery which is best fit for electric cars. The ultimate battery consists of 100 percent active material. This way, you will find that every part of the battery pack stores and releases energy.
EV batteries mostly use the cell modules interconnected into the packs BYD pioneered cell-to-pack technology. It does away with an intermediate module stage and puts the cell straightforwardly into the box. According to the research, the standard module best fits within one pack but leaves large areas of wasted space in another container. So we need to remove the constraints of a module, the number of cells that can be maximized within the enclosure.
Moreover, the cell-to-pack allows the module building blocks to be left out of a battery pack which means less wasted volume. However, the BYD also has championed Lithium iron phosphate batteries. These batteries come with better chemical stability and the cheaper to produce. However, one of the major issues is that the energy density of the LFP cells is not better than the Nickel cobalt manganese chemistry cell, which is usually used in electric cars.
The major issue was that the energy density of LFP cells isn’t that good compared to NCM (nickel cobalt manganese) chemistry cells used in EVs. However, the cell-to-pack design enables the company to best fit more cells into the given space. As a result, it increases the density, which is closer to that came-at-able with the NCM batteries.