1.

However, the safety of the technology is still a concern, service life is not yet
sufficient, and costs are too high

2. Cost—Current lithium-ion-based battery cost per kilowatt is approximately a

factor of 2 too high. The main costs are associated with the high cost of raw
materials and materials processing as well as the costs of the cell, packaging,
and manufacturing.
3. Performance—Performance barriers are mostly related to reduced discharge
power at low temperature and loss of power due to use and aging.
4. Safety—Actual lithium-ion battery technology is not intrinsically safe. Short
circuit, overcharge, over-discharge, crush, and high temperature can lead to
thermal runaway, fire, and explosion.
5. Life—Hybrid engine systems have an estimated 15 year lifetime. Battery
technology needs to meet this target with a goal of 300,000 charging cycles.
The cycle life has been demonstrated but the calendar life has not.

6. The smallest working unit in a battery is the electrochemical cell, consisting of a cathode and an
anode separated and connected by an electrolyte. The electrolyte conducts ions but is an
insulator to electrons. In a charged state, the anode contains a high concentration of
intercalated lithium while the cathode is depleted of lithium. During the discharge, a lithium ion
leaves the anode and migrates through the electrolyte to the cathode while its associated
electron is collected by the current collector to be used to power an electric device

7. Anode materials are lithium, graphite, lithium-alloying materials, intermetallics, or

silicon.11 Lithium seems to be the most straight forward material but shows problems with
cycling behavior and dendritic growth, which creates short circuits.

8. Efforts have been made to overcome the volume change by using nanocrystalline materials and
by having the alloy phase (with Al, Bi, Mg, Sb, Sn, Zn, and others) in a nonalloying stabilization
matrix (with Co, Cu, Fe, or Ni).

9. nickel-cobalt-aluminum cathodes (NCA, used in Tesla), the price of raw cobalt is a major
component, presently priced at $10.88 per lb. That translates to nearly $10 to $15 /kWh just
for the cost of raw material for the cathode — before processing and manufacturing. If you
are wondering about cobalt sources, mines in Africa are the largest production sites.

10. Labor is a relatively minuscule component of the overall cost — battery manufacturing
combines significant automation in countries with low labor costs, in particular China.
Overhead costs are, however, much more significant at 30% — they include depreciation of
the capital, energy costs, R&D, sales and administrative…etc. As I have mentioned in prior
 posts, profit margins tend to be in the single digit…the financials of a battery manufacturing
business are nothing to write home about.

11. This situation and increasing dominance of China in battery manufacturing has led many
companies to be material suppliers. For example, the cathode material market is nearly
$2.5B dominated by large conglomerates such as Tanaka and Mitsubishi in Japan and 3M in
the US. Another example is the electrolyte market: at nearly $1B, it is dominated by
the Japanese companies Stella Chemifa and Kanto Denka Kogyo.

12. Nonferrous metals and minerals featuring highly in Li-ion batteries are lithium, cobalt,
nickel, manganese, graphite, copper and aluminium.

13. The first four of these are used primarily as active cathode material, although
lithium is also used in electrolyte. As such, developments specific to cathodes
and collectors are particularly relevant for nonferrous metal material use, while
anodes dictate graphite use.

14. Manganese is set to perform relatively well, despite the modest performance of the high
manganese content LMO cathode type. Much of the growth will come from NMC
cathode material, despite its lower intensity of use than in LMO. Amongst the major
metals, nickel is expected to be the best performer. Nickel is a crucial ingredient in NMC
and NCA cathode, the fastest growing of the cathode material types. Within NMC,
average unit usage of nickel is increasing, as the market shifts from low and mid-Ni type
to high-Ni NMC. These considerations together are forecast to take nickel use in
cathode material to 67kt in 2025, a CAGR of 15.8%, compared to manganese at 11.5%

15. Graphite is the dominant active anode material. Overall market growth in anode material
between 2015 and 2025 is forecast at 10.3%py, to achieve a market of 182kt. Graphite
is forecast to show a gain of 10%py to 164kt (equal to 247kt of crude product before
processing losses). The growth rate is slightly lower because of an increase in other
carbon anode materials and some non-carbon as anode material.

16. Copper is used in Li-ion batteries in collector foil, and in electrical tabs, connections and
functional items at cell and pack level

17. . Aluminium is also used in collectors and in the electrical installation in the battery cell
and pack. It is also used in cell pouches

18. Sun Mobility, a company that will set up charging infrastructure for EVs.

19. Nissan’s Leaf is the world’s best-selling EV and feasibility studies are under way for its India launch
20. Electric vehicles use the concept of a normal electric motor. They use
electricity stored in a battery pack to power the motor and turn the
wheels. They provide instant torque. There is no need of manual
transmission in the electric vehicles as all the power is available all the
time.

21. India does not have any lithium deposits, with Chile, China, Argentina
and Australia heading the list of countries with the largest lithium
reserves in the world. While that does present an obstacle to setting up a
viable battery manufacturing plant for EVs in the country, it also means
that companies must look for other options to power such vehicles. And
there are many such options in R&D labs across the world. For instance,
Stanford University has created an aluminium battery that could slash
charging times such that a car could be fully charged in minutes.

22. At Rs7/kWh (kilowatt hour) of power, they cost only about Rs1.1/km
This saves consumers driving 5,000km per year over Rs20,000
annually, and taxis much more as they drive 10-15 times as much.

23. The catch is the upfront cost. EVs are expensive, primarily because of
the battery. A single kWh of electricity is enough to go about 6km, so a
200km “full tank” range requires about 35 kWh of battery. Today’s
prices for lithium ion batteries are about $250/kWh globally, which
comes to Rs5.7 lakh in battery costs, excluding import duties. Even with
an eight-year lifespan and a 12% interest rate, justifying the battery costs
on per kilometre savings alone means one would have to drive over
25,000km per year.

24. The power grid is also a key stakeholder in the ecosystem. Not just
where but when does someone charge? The worst-case scenario is
consumers coming home after work and plugging in at the same time,
which also happens to be the grid’s demand peak. One solution is
charging consumers a variable rate based on time of day, but that isn’t
yet the norm for most users in India, and certainly not households.

25. The cost of setting up a car charging station in India ranges from $500
to $25,000, depending on the charging speed, according to a 2016
report by online journal IOPscience.
26. Maruti’s parent Suzuki Motor, along with Toshiba and Denso, plans to
invest 20 billion yen ($180 million) to set up a lithium ion battery plant
in India which would support Maruti’s plan to build more hybrids.

27.
Bosch has already announced its plans to supply manufacturers of electric two- and
three-wheelers with motors, control units, battery packs and other ancillaries within
the next 12 months. The company’s R&D unit in Bengaluru has been working on
electrification solutions since early 2016, drawing on decades of research from its
headquarters in Germany.

28.
Goldstone Infra

1. Himachal Pradesh Road Transport Corporation in February, to sell 25 e-buses.

2. Trial buses order for 6 e buses from BEST

3. guidance of selling 350-400 e-buses every year from next year.

4. These buses are priced at a range of Rs 2-3 crore each

5. Investing 400 Crs in Bus mfg

6. Goldstone has a tie-up with Chinese e-bus maker BYD. Swaroop said over 30,000
electric buses made by BYD are running in China, Europe, and other markets.

7. APSRTC planning to acquire buses from goldstone

8.Electric bus battery costs about 60% of the total cost of the bus

At present, the company has a facility in Bengaluru which has made 35 buses so far and in full
optimization can make up to 200 buses in one year.

BYD, the largest manufacturer and supplier of pure electric buses in the world for technical
support and know-how. Backed by Warren Buffet

The company makes busses under two labels- K7 and K9. It claims that its K9 series bus can
cover a distance of up to 300 km on a single charge of 5 hours.

While on a TATA bus (9 m), 26 passengers can sit and nine can stand, on
a Goldstone bus, 41 persons can sit and 25 can stand. The bus is gear-less
and has the air-suspension facility

http://www.autocarpro.in/news-national/bk-modi-smart-inks-tech-tie-byd-electric-buses-10722

OK Play
1. Manufactures E- Rickshaw, Delhi based plastic company
2. ventured into 2W
3. e-rickshaw priced at arnd 1.25 lakhs
4. tie up for financing
5. 7 existing plant coming up with another 4 plants by December nation wide
6. turnaround from (6 Cr) to 57 L
7. Started developing the vehicles in 2015
8. 46 exclusive showrooms
9. We have set up manufacturing facilities in conjunction with our manufacturing partners across the country. We
have seven facilities up and running and all of them are producing the same products with the same equipment using
the same components. These are all dedicated EV facilities, he said.
10. 50000 e rickshaw tender coming up in Nov and is expected to go up to 1 mn e rickshaws in next 18 months
11. 250000 vehicles capacity
12. Govt tender the price will be higher
13. 20 mn cycle rickshaws and 7.5 mn auto rickshaws
14. Targeting 10000 vehicles on the monthly basis from FY19.
15.

Autolite
1. Manufacturing E-Ricksahaw
Kinetic Green has provided 100 e-rickshaws to Ola.

Changan Automobile Co., Dongfeng Motor Corp., BYD Co. and Great Wall
Motors Co.

Contenders for the project include Mahindra & Mahindra, Lohia Auto, ElectrothermBSE -1.17 % and Kinetic Green.
Public sector giants such as NTPC and Power Grid Corporation of India may take up the task of setting up the
swapping and charging infrastructure; this is expected to take two to three years.

Read more at:

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tm_campaign=cppst

Unlike Mahindra Electric’s other vehicles, which are powered by lithium-ion batteries, the e-rickshaw is powered by a
lead-acid battery to keep costs low. However, Mahindra also is working on lithium-ion and swappable batteries for e-
rickshaws, according to Goenka. The e-rickshaws, which will be manufactured at the company’s factory in Haridwar,
Uttarakhand, will be able to cover 80 km with one full charge.

Kinetic Green, from the promoters who rolled out the once-iconic Kinetic Honda scooter two decades ago, is the
leading player in the e-rickshaw segment, which sold over 10,000 units last year.

The company is a leader in the automotive gear shifter technologies being the only one in the country having the
competencies to manufacture and supply gear lever for electric cars.
EVs need copper: RCI Industries ,Hind Copper n Cubex

Battery Recycling: Exide, Gravitas, Johnson Controls

Rain Industries produce electrodes for Li-Ion batteries

Himadri specialty chemicals manufacture graphite anodes for batteries they have a facility in china and
are trying to push their anodes to the chinese players

Pointers on Cobalt

1. The battery industry uses more than 40% of the Co produced globally.
2. Almost 95% of Co comes as a by product of Ni or Cu.
3. 7% of revenues of a Ni producer are contributed by Co.
4. There is a tremendous amount of Co available at the identified places (estimated to last for more
than a century without doing any exploration). So price is not governed by deposit limitations.
5. The problem is that where Co is present ie the 2 Congos, the accessibility is a major concern
and problems in Congo.
6. India does not produce even 50 MT of Co in a year.
7. Whatever little Co India has is found in Orissa, Jharkhand and Nagaland
8. India does not extract any Co at all from its deposits
9. Indian companies refine Co which is imported from Congo ~3000 T per year. None are listed as
per my understanding.
10. I am afraid that China has both Co and Li to a great extent. It also figures as the top 10
producers of Ni. India is nowhere.
Electric vehicle landscape and future forward: bringing clarity in commotion
By

Nabeel A Khan

, ETAuto|

Updated: Oct 23, 2017, 12.44 PM IST

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