Dwysedd ynni 10 gwaith yn uwch na batri lithiwm? Mae Porsche yn datblygu batri anod silicon ac yn bwriadu-ei gynhyrchu o fewn 5 mlynedd
Spain's "Public" daily website recently reported that battery production is an important source of carbon emissions in the manufacturing process of electric vehicles, accounting for 25 percent to 40 percent of total emissions. More and more manufacturers are working to reduce emissions in this area, but Porsche wants to go further. The company is developing a battery with better performance and a smaller carbon footprint. Is this a perfect battery?
Bydd Porsche yn buddsoddi tua 1 biliwn ewro dros y 10 mlynedd nesaf mewn amrywiol fesurau datgarboneiddio, gan gynnwys lleihau allyriadau carbon deuocsid o'i weithfeydd cydosod, meddai'r adroddiad. Mae cynhyrchu'r Porsche Taycan yn Zuffenhausen (yn Stuttgart, yr Almaen) yn garbon niwtral o'r cychwyn cyntaf, ond mae adeiladu car yn llawer mwy na chydosod yr holl rannau ar y llinell gynhyrchu.
Mae batris yn un o'r ffynonellau allyriadau pwysig wrth gynhyrchu cerbydau trydan. Yn y cyswllt hwn, mae'r camau cynhyrchu lluosog o drawsnewid deunyddiau crai fel nicel a chobalt yn gynhyrchion mireinio y gellir eu defnyddio mewn batris yn defnyddio llawer iawn o egni.
In a recent press conference, Benjamin Pasenberg, head of high-voltage systems at Porsche, said: "Having green energy is very important, especially in battery production, where it takes a lot of energy to heat things." However, using only Green (or low-emissions) energy sources to make batteries are not enough for Porsche (or other manufacturers) to meet their emissions targets. There is also a need to reimagine the battery itself to reduce the pollution that arises from battery manufacturing practices.
I'r perwyl hwnnw, mae Porsche yn gweithio ar fatri newydd. Dywedir bod y batri yn fwy pwerus, yn gwefru'n gyflymach, ac mae ganddo ôl troed carbon llai na'r batris cyfredol. Y dechnoleg a ddefnyddir yw defnyddio mwy o silicon yn anod y batri, yn hytrach na'r graffit a ddefnyddir yn gyffredin heddiw.
According to Otmar Beecher, head of electric vehicles at Porsche, silicon anodes are 10 times more energy dense. Porsche expects 20 to 25 percent more watt-hours per liter of volume than today's conventional lithium-ion batteries. That is to say, under a certain energy capacity, the battery volume is smaller. The improved energy efficiency of batteries, in turn, means fewer batteries are needed to power the vehicle, which reduces overall weight (and also reduces the space required for the batteries).
Mae llai o bwysau cerbyd hefyd yn golygu defnydd batri is, ond ble mae'r effaith gadarnhaol ar yr amgylchedd? Yn gyntaf, mae dyluniad y gell newydd hon yn lleihau'r gofynion deunydd ar gyfer strwythur celloedd alwminiwm (tai) o'i gymharu â chynlluniau celloedd silindrog. Mae cynhyrchu alwminiwm yn un o'r ffynonellau allyriadau carbon pwysig ar gyfer automobiles. Yn ôl astudiaeth ddiweddar gan Volvo, mae alwminiwm yn cyfrif am 30 y cant o'r allyriadau sy'n deillio o gynhyrchu deunyddiau cerbydau modern, hyd yn oed yn fwy na'r batri ei hun. Felly, mae lleihau'r defnydd o alwminiwm hefyd yn lleihau rhan fawr o'r allyriadau. Er na ryddhawyd unrhyw fanylion penodol, dywedodd Porsche y byddai'r batri hefyd yn codi tâl cyflymach.
Ar y llaw arall, byddai cynnwys cobalt batris o'r fath yn cael ei leihau. Mae'n hysbys bellach bod cobalt yn anodd ei gael, yn ddrud iawn, ac yn cael effaith fawr ar yr amgylchedd. Ar hyn o bryd mae Cobalt yn cyfrif am 20 y cant o ddeunydd catod batri Taycan, ac mae Porsche yn gobeithio y bydd ei dechnoleg newydd yn lleihau'r gyfran cobalt i ddim ond 5 i 10 y cant.
To further reduce emissions, Porsche will focus on the supply chain. The German company will source cobalt, nickel and other raw materials as much as possible from Europe, so that it will be closer to where the new batteries will be produced, near Porsche's research and development center in Weissach. According to the relevant person in charge of Porsche, purchasing cathode materials from Schwarzheide, Germany instead of my country can reduce carbon dioxide emissions by 25 percent .
In addition, Porsche is pushing its suppliers to make batteries and other components entirely from renewable energy. The German carmaker said it would no longer consider long-term contracts with suppliers who were unwilling to use certified "green" energy. Porsche says the supply chain accounts for about 20 percent of the automaker's total greenhouse gas emissions. That will rise to around 40 percent by 2030 as production shifts to electric vehicles.
The big question is, when will we see this "ideal" Porsche battery in a road car? Like many other technologies in the automotive sector, it will be used first in racing cars, where high performance and fast charging capabilities are paramount. Otmar Beecher said: "Typically, we are 2 to 3 years away from the transition to production cars. So we will see it in production cars after 2025." Porsche expects to commercialize the high-performance battery within five years.
O ran cynhyrchu, y nod yw cyflawni isafswm allbwn blynyddol o 100 MWh, digon i bweru tua 1,000 o geir. Mae hyn yn ein harwain i gredu mai dim ond ar gyfer rhyw fodel nad yw'n-gynhyrchu y bydd yn cael ei dynghedu i ddechrau, o bosibl rhai car super perfformiad uchel iawn.
Of course, it's not a perfect battery. The perfect battery charges in seconds, doesn't overheat or lose capacity over time, and is lightweight and inexpensive to produce. We'll probably never see a battery with all these features in one, but in the short to medium term, Porsche's battery is getting pretty close to -- at least in theory -- the ideal battery. (compiled / Li Zijian)
