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BYD Blade
July 4, 2022 by Nigel
The BYD Blade pack design is the first cell to pack design that encompasses everything this
means. Not having a module and the overhead of a module is difficult to achieve. LFP cells
make this design easier in some ways and this gives a new lease of life for LFP chemistry.
The Tesla with CATL’s LFP cells achieve 126Wh/kg at pack level compared to this Blade
pack that achieves 150Wh/kg. A significant improvement, but this is quite a way behind
the 82kWh Tesla Model 3 that uses an NCA chemistry and achieves 171Wh/kg at pack
level.
Battery Design
from chemistry to pack
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The key to this Blade design are the very long cells that stretch across the width of
the automotive pack.
The image shows the top panel removed and the faint lines show the ~100 to 120
cells running across the pack.
“The Blade Battery – Unsheathed to Safeguard the World”, Wang
Chuanfu, BYD Chairman and President, said that the Blade Battery
reflects BYD’s determination to resolve issues in battery safety while also
redefining safety standards for the entire industry.
BYD’S NEW BLADE BATTERY SET TO REDEFINE EV SAFETY STANDARDS
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Cell
BYD are able to make cells to a range of dimensions. The following set of specifications
gives an example set of numbers that are consistent for this particular cell:
Chemistry = LiFePO4 (LFP)
Capacity = 202 Ah
Nominal Voltage = 3.2 V
Maximum Charging Voltage = 3.65 V
Energy Content = 646.4 Wh
Dimensions = 960mm (L), 90mm (W), 13.5mm (H)
Volume = 1.17litres
Volumetric Energy Density = 552 Wh/L
Weight 3.9 kg [3]
Gravimetric Energy Density = 166 Wh/kg
Cycle Life 3,000+ cycles
Chemistry = LiFePO4 (LFP)
Capacity = 138 Ah
Nominal Voltage = 3.2 V
Maximum Charging Voltage = 3.65 V
Energy Content = 441.6 Wh
Dimensions = 960mm (L), 90mm (W), 12mm (H)
Volume = 1.04 litres
Volumetric Energy Density = 424 Wh/L
Weight 2.63 kg [4]
Gravimetric Energy Density = 168 Wh/kg
Cell casing = aluminium
Safety
pressure relief valve
short circuit protection in end plate
Anode: 27 layers, 946 x 85mm
Cathode: 26 layers, 944 x 83mm
Cycle Life 3,000+ cycles
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Pack Construction
In some of the Blade pack designs the control system is on the same plane and at
the front of the cells. In other designs (left) the control system has been moved
above the front of the pack.
Most vehicles have some form of tunnel section as it works structurally with the
front longitudinals and bulkhead. Hence it makes sense to lift the control system
into this volume.
In the pack shown here the electrical connections run down both sides of the pack. The
cells arranged alternately +ve and then -ve to connect them in series. The overall +ve and
-ve connections to the cells will then be made at the front left hand corner and rear right
hand corner. Hence the busbar (above image) seen going from the control system to the
rear right hand corner.
This busbar would be electrically isolated and positioned above the cooling plate.
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Cooling
The cooling plate is a single large plate that is fixed to the top surface of the cells. The
coolant connections are both at the front of the plate. This approach has a number of
advantages:
minimises joints and risk of leaks
coolant connections outside of the pack
coolant plate acts as another barrier between the cells and passengers
However, this does also have some significant challenges:
manufacturing a flat plate
thicker layer of thermal interface material to accommodate non-flatness
equal coolant flow to all areas
Safety
BYD reports no fire or explosion from the following tests:
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crushed
bent
heated in a furnace to 300°C
overcharged by 260%.
Metrics
Pack Gravimetric Density ~ 150Wh/kg [3]
Applications
BYD Han
Tesla
Toyota
References
1. BYD’S New Blade Battery Set to Redefine EV Safety Standards, BYD News
2. What Electric Vehicle Makers Don’t Get About BYD’s Game-Changing Battery, The
Electric
3. Tesla rumoured to have ordered battery cells from BYD, ElectricDrive.com
4. BYD Blade Teardown, Electrios
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CATL Qilin CTP Design
The CATL Qilin CTP 3.0 is their second generationcell to pack design. Qilin is
named after a legendary creature from China.
The latestCATL postsuggests that this integrated system can increase the energy
density to 255Wh/kg for ternary battery systems (NMC, NMCX etc), and 160Wh/kg
for LFP battery systems. Essentially removing the overheads of a module.
Benchmarking
benchmark, benchmarking, BYD, cell to pack, LFP, Lithium Iron Phosphate
Temperature Limits of a Battery
Smart Battery Development
