Electric Vehicle Battery Technologies

The All Electric Society is progressing. Despite ongoing discussions that might cast doubt on this fact, Germany is likely to meet its wind power targets. Although subsidies for electric cars have (unfortunately) stopped, we see more electric vehicles on the streets every day. Having that in mind, I would like to share a very nice charging project at Brussels airport. Together with our partner Interparking, we faced a growing challenge: As the number of electric vehicles increases, so does the demand for charging infrastructure. But how do you efficiently manage 674 charging points without overloading the grid or incurring high costs due to peak loads? Our answer to this challenge is MINT, the intelligent charging management system. Built on the open automation ecosystem PLCnext Technology, it ensures that energy is distributed exactly when and where it’s needed—aligned with grid capacity and demand. This not only prevents costly peak loads and power outages but also optimizes overall energy consumption. At the same time, it enables: 🔄 More vehicles to be charged – Maximizing the utilization of the available charging infrastructure. ⚡ Prioritization of green energy – Ensuring that renewable energy sources are used whenever possible. 🔒 Grid stability without peak loads – Preventing overloads and ensuring a reliable energy supply. And the team is still working to make this project even more efficient. Together, Interparking will soon be able to shift charging sessions to more efficient periods throughout the day. This way, the charging infrastructure can accommodate even more vehicles while ensure optimal energy usage. Looking ahead, there is one thing I'm sure of: Coordinated charging management will play a crucial role in the coming years. Cities, businesses, and infrastructure operators can use smarter energy solutions to reduce costs, enhance sustainability, and improve urban living. We believe in shaping a more livable and sustainable future through innovation. The energy transition brings its challenges, but it also offers tremendous opportunities - What do you think? Let me know if you have any questions about this applications in the comments below. #ChargingTechnology #RenewableEnergy #Sustainability #GreenTech #EnergyEfficiency

🔋 Batteries are everywhere.. and it is just the beginning 🔋 This piece of NYT reminds that batteries are the fastest growing #energy technology. Developments are striking across three dimensions: ⚡️ In the power sector, annual battery storage installation increased over 10 times in the last 5 years; 🚙 In the car sector—far and away the main market for batteries—almost 25% of cars sold are now EVs, up from 4% just few years ago. 🏭 Investment in battery manufacturing increased over 3 times in 5 years.   Numbers are mind-blowing – and more has to come. There are two key reasons for such trend: first batteries allow to have energy (electricity) when and where you want – a big luxury! And the jump comes from the fact that battery prices have plunged more than 90% over the last 15 years ‼️   China 🇨🇳 is the global leader across all battery metrics: it has about 80% of global battery #production… It has 65% of battery demand… And it has a dominant position across each step of the battery supply chain.   Just look at market shares of CATL – the world’s largest manufacturer of batteries… it makes almost 40% of global market.. ALONE! If that was not enough… those companies, starting from CATL, are breaking the taboo of not being profitable, showing billions of net profits, and paving the way for a sustainable #business.   For anyone outside #China there are two main issues to note and take action: the first is that batteries are here to stay- their role is set only to grow, from energy to cars; from defence systems to Artificial Intelligence. The second is that the market concentration leads to potential vulnerabilities that are more and more serious as the role of batteries expands.   Also because, as mentioned in the article (https://lnkd.in/ehq6HQsu) by IEA Chief  “Batteries are changing the game before our eyes”   Welcome to the “Battery Era”🔋

We are beginning to see evidence of new EV battery plants’ production coming online based on Census Bureau data on value of shipments for battery manufacturing plants (https://lnkd.in/g2HD7KN7), adjusted for inflation with the Bureau of Labor Statistics’ producer price index for that sector (https://lnkd.in/gr8EBs7X). Below I’ve converted inflation adjusted value of shipments to an index where 100 = 2019. Seasonally adjusted value of shipments are utilized. Thoughts •November 2022 is the first month where we see inflation adjusted shipments show a breakout, which has subsequently increased. The peak of the series so far was March 2023, where inflation adjusted shipments were ~50% above 2019 levels. This is quite an increase in domestic production of batteries over a short period. •Given the huge pipeline of EV battery plants in the USA, there is little doubt that this series will continue to increase sharply over the coming years (e.g., I expect we will see readings of 200+ for the index I made in 2024 and certainly 2025). •Interestingly, the Federal Reserve Board’s industrial production data for battery manufacturing aren’t yet picking up this surge (https://lnkd.in/g3DjPFsP). The discrepancy may stem form most the FRB metric’s weight being pulled from, “Units, shipments, automotive replacement batteries, with model-based inventory adjustment; Battery Council International, FRB,” for storage batteries (NAICS 335911) and production worker hours for primary battery manufacturing (NAICS 335912) (see https://lnkd.in/gn4sFNn). This is an instance where I put more weight on Census Bureau data, as what they are picking up seems to better track the reality of EVs. Implication: if someone were to ask me what sector of manufacturing I am most bullish on in the USA, my answer would be battery manufacturing. I expect these data will become an increasingly important economic indicator over the coming years. #supplychain #supplychainmanagement #manufacturing #shipsandshipping #freight #trucking

🔌 Reimagining EV Charging: Eaton + ChargePoint’s DC Microgrid Breakthrough ⚡ Big news from the RE+ trade show: Eaton and ChargePoint have unveiled a modular DC microgrid architecture that could redefine how we scale EV charging—especially for high-power commercial fleets. This isn’t just another charger. It’s a strategic shift. 🚚 Why it matters: - Traditional EVSEs often convert AC to DC inside each unit—adding bulk, heat, and inefficiency. - Eaton’s DC microgrid centralizes this conversion, streamlining infrastructure and enabling smaller, cooler, and more efficient DC fast chargers. - For megawatt-level charging (think Tesla Semi), this setup shields the main grid from sudden load spikes, handling peak demand locally. - Fewer conversion stages = less heat, less cooling fan operation, and lower particulate matter (PM) emissions around stations. 🏙️ Benefits across the board: - States & Utilities: Reduced grid stress, faster deployment, and better integration with renewables and energy markets. - Consumers: More reliable, cost-effective charging with lower environmental impact. - Organizations: Lower capex, smaller footprint, and up to 30% reduction in operational costs. This is a textbook example of how thoughtful engineering meets strategic electrification. It’s not just about charging faster—it’s about charging smarter. Source: https://lnkd.in/dureBYBD #EVCharging #DCMicrogrid #FleetElectrification #CleanTech #ChargePoint #Eaton #EnergyTransition #BatteryTech #MegawattCharging #EVInfrastructure #V2X #PMReduction #EVStrategy

It’s 2AM in Delhi. Debs, in his mid-20s, lies half-asleep, one arm draped over a whirring air conditioner, the other scrolling through an app tracking his electricity usage. His monthly power bill just crossed Rs. 2,000 again. His flat is barely 500 sq ft, but in the peak of Delhi’s summer, cooling it feels like fueling a data center. Now multiply him by 20 million. What the numbers reveal (RMI x BSES Delhi Grid Flexibility Report) (1) The Peak Problem ->Delhi crosses 6,200 MW for just 350 hours a year (<4%). ->But during those hours, discoms are forced to buy expensive power at Rs. 10/kWh, switch on costly gas-based backup plants, and deal with overloaded transformers. ->But the rest of the year? The grid runs at Rs. 4/kWh. A costly imbalance. (2) Cooling is the Core Driver ->Every 1 degree increase = +200 MW in peak demand. ->By 2030, cooling alone will contribute 4,800 MW, or 40% of Delhi’s peak load, turning comfort into one of the grid’s biggest stress points ->But with smart Demand Response (DR), like dynamic pricing or automated thermostat adjustments, the city could shave off 1,350 MW, saving Rs. 150 Cr/year without touching a single new appliance. (3) Storage as Strategy ->Battery Energy Storage Systems (BESS) aren’t just backup, they’re load balancers. ->By 2030, BESS could shift up to 2,500 MW of peak demand, helping discoms avoid costly grid upgrades and emergency procurement. ->The payoff? Up to Rs. 850 Cr/year in system savings, simply by moving energy to when it's needed most. (4) EVs Are Creating a Second Peak ->Delhi is expected to have 12,000 e-buses by 2030, a 9x increase this decade. ->But if they all charge at once, especially during the evening, they could add 450 MW to the city's already strained peak demand. ->With smart depot orchestration, scheduling charging to off-peak hours, the system could unlock Rs. 110 Cr/year in savings. (5) The Opportunity ->When combined; Demand Response, smart EV charging, and BESS, Delhi could unlock up to 4,000 MW of grid flexibility. That’s one-third of its projected peak demand by 2030 handled without adding a single new power plant. ->The value? Up to Rs. 1,050 Cr/year in avoided procurement, deferred infrastructure, and improved system resilience. No new megawatts. Just the right megawatts, used right! That’s the Virtual Power Plant (VPP) story and it’s one Delhi is uniquely positioned to write. As India urbanizes, it’s not just electricity demand that’s rising, it’s the strain on the grid. Rooftop solar and e-buses might be the poster children of the transition, but what remains invisible and increasingly critical is grid flexibility. Delhi doesn’t need another power plant. Just 20 million people willing to chill, strategically 😋 (Strategy hires, this is your moment)

🔌 Fast-charging stations can benefit from connecting to a shared DC bus or DC microgrid. This approach enhances charging efficiency, reduces costs by eliminating power conversion stages, simplifies the integration of on-site renewable energy sources and energy storage systems, and enables the use of smaller cable sizes. A key challenge is the current absence of comprehensive standards for protection and metering for such shared DC buses. Additionally, safety considerations are vital, especially regarding galvanic isolation, with IEC 61851-23 requiring isolation for each output in multi-output DC fast charging stations operating simultaneously, which can raise implementation costs.   ⚡ Addressing reliability and fault tolerance in high-power DC charging environments is essential, resulting in different architectural configurations. The radial configuration, the simplest to implement, connects all EVs, renewable energy sources (RESs), and battery energy storage systems (BESSs) to a single DC bus. Its main drawback is that a fault on this bus would disconnect all charging stations, disrupting service. A variation, the radial configuration with a split DC bus, improves stability and resilience by connecting two rectifiers to the grid and splitting the charging station into two DC buses. Conversely, the ring configuration, as exemplified by the patented system, is designed to address service continuity issues during faults. It links the DC bus to the grid, BESSs, and RESs through at least two pathways, enabling faulty sectors to be detected and isolated while maintaining power to other sections. This design offers much higher reliability by ensuring a continuous power supply even when faults occur in one or more buses. To achieve this high level of resilience, very fast protection devices are crucial, probably based on solid-state technology, given that fault currents in DC systems can reach hundreds of amps within microseconds. #evcharging #ev #dc #lvdc #powerelectronics #gridmodernization #battery #energystorage #bess

The battery manufacturing landscape is facing some significant turbulence right now, with many manufacturers cancelling, pausing, or postponing the development of new battery factories for the EV market. What’s driving this upheaval? One of the major factors is a stark imbalance between innovation and manufacturing expertise. Western countries excel in innovation and R&D—we see groundbreaking advancements regularly. However, when it comes to the nuts and bolts of large-scale manufacturing, especially in battery production, they lag significantly behind their Asian counterparts. Countries like China, South Korea, and Japan have a well-honed manufacturing infrastructure, coupled with decades of experience in battery production, giving them a massive competitive edge. But that’s not the only issue. The market is also experiencing a seismic shift from NMC (Nickel Manganese Cobalt) batteries to LFP (Lithium Iron Phosphate) batteries. LFPs are cheaper, safer, and more abundant in supply, which makes them highly attractive, especially in an economic climate where cost control is critical. However, this shift is causing disruption in supply chains and creating uncertainty among manufacturers who have invested heavily in NMC technology. On top of these factors, the economic pressures of rising raw material costs, regulatory challenges, and the race to secure supply chains in an increasingly competitive global market are causing many companies to hit the brakes on new projects. It’s a complicated and, yes, frustrating landscape. But here’s the controversial take: Maybe it’s time for the big players in the West to admit that we need to do more than just innovate—we need to seriously ramp up our manufacturing capabilities. Without bridging that gap, we risk falling further behind, watching as the future of energy storage is built elsewhere. Is it time for a manufacturing renaissance in the West, or are we destined to be perpetual innovators, letting others reap the rewards of our R&D efforts? What do you think—can the big players in the West catch up in manufacturing, or is the gap too wide? 👉 Jesse Morris 🔔 Follow Jesse Morris for interesting posts on: #BatteryTech, #Sustainability and #GreenTechnology Tags: American Battery Factory Inc., ACC - Automotive Cells Company, Farasis Energy, Ford Motor Company, FREYR Battery, Innolith, InnoBat, Italvolt , KREISEL Electric, Microvast, Northvolt, Our Next Energy (ONE), Stellantis, SVOLT Energy Technology (Europe) GmbH

Are time-of-use (TOU) rates good or bad for the electric grid? While TOU rates aim to reduce system-wide peaks, they can increase grid stress and costs under many current designs—especially with the rapid growth of #electricvehicles and #electrification. Here’s why: Residential TOU peak periods typically end around 7-9 pm (survey of 30 large utilities). Many EV owners start charging immediately after off-peak rates begin, but these periods are based on system-wide loads, not local distribution peaks. Now, picture a neighborhood with 10 homes on a shared transformer, where 5+ homes have EVs. With each EV drawing around 7 kW, the load can more than double each household's load. The result? Transformer failures are the first sign of strain. As electrification grows, the stress will extend to feeders, substations, and beyond. So, should we abandon TOU rates? Regulators favor them because they shift load off-peak, are low cost, and are backed by historical results. But the more compliance, the more severe the local #grid stress. Another challenge: shifting peak periods. As #renewables like #solar and #wind expand and grid-scale #batteries become common, peak times are moving. California’s "duck curve" shows demand now shifting to different parts of the day. We now need to encourage EV charging mid-day in solar-rich areas! Constantly re-educating consumers on changing peak/off-peak times is impractical. What’s the fix? OPTION 1: Move off-peak to midnight. Some utilities now start off-peak for EVs at midnight when household demand is low, reducing but not solving the surge problem. OPTION 2: Stagger TOU start times. Spreading start times across households could ease local strain but is complex and unpopular with regulators. OPTION 3: Adopt dynamic solutions. The best option for now is managed EV charging (until we get #V2G). Customers set a "ready by" time (e.g., morning), and utilities optimize charging based on battery status, grid conditions, and costs. This keeps costs low for both consumers and the grid and the consumer gets a full charge without any intervention. 3A: Whole house vs. EV specific rates? Different appliances have different characteristics, time-based value, and needs. I think it makes sense to treat EV pricing separately that the other appliances in the house, just like we do for solar rooftop. While dynamic solutions like managed charging are the future, a mix of pricing options is essential. No single approach will work for every customer or address the grid’s evolving needs. Your thoughts? P.S. I've included a link to a longer PLMA (@PLMAflm) discussion about electricity pricing that includes ideas from myself and Ahmad Faruqui. #energy #utilities #gridmanagement #TOU #EVcharging #tesla #rivian #electricvehicles

𝗘𝗩𝘀 𝗔𝗿𝗲 𝗙𝗹𝗲𝘅𝗶𝗯𝗹𝗲 𝗟𝗼𝗮𝗱𝘀 𝗙𝗶𝗿𝘀𝘁, 𝗚𝗿𝗶𝗱 𝗔𝘀𝘀𝗲𝘁𝘀 𝗦𝗲𝗰𝗼𝗻𝗱 The conversation about electric vehicles and the grid keeps jumping to the most complicated version of the problem. Vehicle-to-grid is interesting. It will grow. Some fleets, depots, markets and aggregators will make it work. But it is not the first mass-market grid value of EVs. The first value is simpler: managed charging. Shift demand away from constrained hours. Absorb cheap solar and wind when they are abundant. Avoid creating unnecessary evening peaks. Give utilities, aggregators, fleets and customers a lower-friction way to make millions of batteries useful without asking every driver to become a power-market participant. That distinction matters because EVs are not stationary grid batteries with wheels attached. They are vehicles first. Drivers need mobility, battery health, warranty confidence, charging convenience and predictable behavior. The grid can get a lot of value before crossing into the harder territory of exporting power back from customer vehicles. The deeper question is not whether V2G is real. It is where it clears the filters: battery warranty, interconnection, customer behavior, market design, charger capability, aggregation, compensation, cycling economics, fleet duty cycles and utility operations. Managed charging clears far more of those filters earlier, which is why it should be treated as the foundation rather than the consolation prize. I unpacked the 2100 pathway logic, managed charging scale, V2H/V2B resilience niches, V2G filters and decision implications in the full TFIE Strategy Briefing analysis. Link in the first comment, and subscribe there for grounded transition analysis that follows the system math past the press release.

"Over more than a year, we found that the tariff led to a 42% reduction in household electricity demand during peak hours, with 100% of this demand shifted to low-cost, low-emission off-peak periods. The tariff generated substantial consumer savings, while demonstrating potential to lower producer costs, energy system costs, and carbon emissions through significant load shifting." This recent working paper by Robert Metcalfe, Andrew Schein, Cohen Simpson and Yixin Sun for Centre for Net Zero (Octopus Energy Group) shows how effective automated EV smart charging is. This paper is based on a large-scale trial involving Octopus Energy 🇬🇧 customers with and without Intelligent Octopus Go. That product combines a smart charging service (via popular home charging points as well as directly integrated with many EVs on the market) with a low off-peak rate of £0.07/kWh, that is also applied to all charging sessions controlled by the service. This enables Octopus to harness the price and supply dynamics of sustainable energy generation by intelligently managing EV charging for the aggregated fleet.  As with other smart charging services, users can set their default preferences (e.g. departure time, minimum battery %) in an app, plug in, and leave the smart service to take care of the rest. If needed, an override function enables immediate charging. However: "over half never overrode the supplier charging schedule, on any given day there is a 1% likelihood of overriding, and only 2.3% of total electricity consumption occurred via overrides." In the randomised trial, groups were given different incentives to switch to this service. Groups received either an email alone, an email with a £5 bonus per month or an email with a £50 bonus per month. A variant of the latter also included an override cost of £2 per month. The small bonus had little additional effect compared to the email alone, whereas the larger monthly bonus did. At the end of the trial, participation stood at 2.7% for the control group, 7.0% for the group that received no bonus, and 9.3% for the group that received the £50 bonus. After the trial, participation declined only among those who had to pay the override cost, strengthening the case for 'upside-only' residential flex. The paper explores the possibility of subsidising this type of smart EV charging due to its welfare benefits (see Figure 11). It is interesting that the quantification of these benefits also includes a larger switch from fossil fuel cars to EVs driven by lower charging prices (see Figure 10). Interesting to think about this further: what should such a smart charging subsidy look like, who should pay for it (after all, most of the savings mentioned are not direct government expenditure)? With the increasing number of EVs and smart charging, it is also becoming more important for grid tariffs to keep pace and, for example, become dynamic. Smart charging can easily deal with this in the optimisation process.