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🔋xEV & Battery Engineering Tips : *** EVTOL, Battery Lifetime and BMS *** What are eVTOLS? What are the main existing protoypes? What are the mission profiles / duty cycles expected for battery packs for this application? What are the problematics in terms of safety, BMS and usage as the battery resistance will increase during aging and at the EOL (End Of Life)? In this post, we present a study and aging campaign of Li-ion battery cell following eVTOLs mission profiles / duty cycles. Research Paper (2023) 10:344 | https://lnkd.in/ee3DZvuw You will soon find new functionalities for eVTOLs on www.baettery.com , the applications platform for better batteries. If you like this topic or if you want to explore more details contact us. 🔋eVTOL * An eVTOL (electric vertical take-off and landing) aircraft is an aircraft that uses electrical power to hover, take off and land vertically. These vehicles are aircraft optimized for electrical propulsion powered by banks of batteries. 🔋Mission Profile Typology * Phase 1 : Take Off –> High Power demand * Phase 2: Cruising –> Lower Power demand * Phase 3 : Landing –> High Power demand 🔋Battery Aging Results * Capacity loss (500 - 75 Cycles till SOH = 80%) * Impedance Rise (~ x1.5 after 500 cycles) --> Thermal Management to design properly to avoid BMS thermal derating at the EOL during landing phase 🔋Stay tuned and contact us if you want to share more info to this battery engineering tips series. 🔋If you want to know more about EV, Batteries Performance, modeling and simulation, let us know.

🔋 The Real Cost of “Made in America” Batteries What a new facility-level study reveals about lithium, nickel, cobalt — and why recycling changes everything The U.S. wants domestic batteries. The Inflation Reduction Act (IRA) demands them. Automakers are building factories on that assumption. But there’s a problem we rarely confront honestly: Domestic battery materials are still more expensive — sometimes much more expensive — than global supply. A new paper in Nature Communications finally puts hard numbers on that problem, using one of the most granular cost models ever assembled for battery materials. Instead of relying on commodity price indices or black-box cost curves, the authors built a bottom-up, facility-level model using data from over 80 lithium, nickel, and cobalt mines, refineries, and conversion plants worldwide, plus detailed cost models for U.S. recycling facilities. Their conclusion is uncomfortable, but clarifying: A fully domestic U.S. supply chain for battery cathode materials is 9–34% more expensive than the global average, depending on chemistry — and the penalty grows with cobalt content. The good news? This gap is not permanent — and recycling, selective imports, and targeted process innovation can close it. Let’s unpack what the paper actually shows, and why it matters. ➡️ Join and subscribe : https://lnkd.in/eZSyY6bt

🔋xEV & Battery Engineering Tips : *** EV Charging Profiles Benchmark *** EV Driving Range is one key topic, but Charging Infrastructure and Technologies are as important topics to speed up EV transition. In this post, charging power strategies for different EV are benchmarked. 🔋If you want to know more about EV, Batteries Performance, modeling and simulation, let us know. If you #like this content, #share and comment (data source P3 report) ➡️ Join and subscribe to the newsletter : https://lnkd.in/eS_SuvJz #battery #design #technologies

🔋 Li-ion battery recycling is becoming a strategic necessity for the EV transition. With EVs requiring up to 6x more minerals than conventional vehicles, recycling will play a key role in securing critical raw materials, reducing environmental impact, and improving sustainability across the battery value chain. Our latest review highlights: ♻️ Main recycling technologies (pyro-, hydro-, bio- and solvometallurgy) 📈 Growing battery collection and recycling opportunities ⚡ The economic value of cathode materials such as NMC and LFP 🌍 The need for “design for recycling” to enable a circular battery ecosystem Battery recycling is no longer optional — it is a cornerstone of the clean mobility future. #BatteryRecycling #EV #Sustainability #CircularEconomy #CleanTech #EnergyTransition #LithiumIon #Electrification ➡️ Join and subscribe for more content : https://lnkd.in/eS_SuvJz

⚡ Why Your BMS Power Limits Change with Temperature (And Why It Matters More Than You Think Battery Energy Storage Systems (BESS) are often described in simple terms: Power (MW) and Energy (MWh). But behind those nameplate numbers sits a far more dynamic reality. Power capability is not constant. It is temperature-dependent. And the Battery Management System (BMS) enforces this reality through power limit curves. A short but insightful document from Aemilio titled “BMS Power Curves: Impact of Temperature” captures this relationship clearly Let’s unpack what it means in practice—and why it should change how we think about battery sizing, performance guarantees, and operations. ➡️ Join and subscribe to unlock the full analysis : https://lnkd.in/eBD-ywDZ

🔋xEV & Battery Engineering Tips : 🔥 EV Li-ion Battery Safety and Thermal Runaway. 🔥 * What are the latest experimental setups to characterize and study Li-ion Batteries thermal runaway? * How to couple thermal, electrical and optical measurments? * What is the impact of SOC on Venting and Thermal Runaway onset temperatures? In this post, we review the recent experimental work and setup of IFPEN on thermal runaway phenomena 🔋Stay tuned and contact us at info@baettery.com or visit www.baettery.com if you want more info on battery engineering tips series. 🔋If you want to know more about EV, Batteries Performance, modeling and simulation, let us know. If you #like this content, #share and comment #battery #design #technologies

⚡ Turning Data into Engineering Decisions We help EV, Infrastructures & battery teams move faster with: 🔹 Battery engineering support 🔹 Data analysis & automation 🔹 Digital twins & modeling 🔹 Simulation-driven development 🔹 Validation & performance insights Whether you’re developing next-gen cells, improving system performance, or scaling your engineering workflows — we provide flexible freelance support tailored to your project needs. From startups to industrial teams, we bring hands-on expertise across: ✅ Battery systems ✅ Data engineering ✅ Modeling & simulation ✅ Python workflows ✅ Technical problem-solving If your team needs extra engineering capacity without the overhead of hiring full-time, let’s connect. #BatteryEngineering #DigitalTwin #BatteryTech #EngineeringServices #FreelanceEngineer #EnergyStorage #DataEngineering #BatterySystems #Simulation #EngineeringConsulting

🔋 New Review: Why Electrode Balancing (N/P Ratio) Matters More Than You Think in Li-ion Batteries Let's dive into a deceptively simple but critical design parameter in lithium-ion batteries: the negative-to-positive (N/P) capacity ratio. (Great work from Karim Zaghib et al.) Why does it matter? ✔️ It directly impacts energy density, cycle life, safety, and fast-charging capability ✔️ Too low → lithium plating, dendrites, accelerated degradation ✔️ Too high → unused anode mass, lower energy density, excess SEI growth Key takeaways from the paper: Graphite-based cells (LCO, NMC, LFP) generally require N/P > 1.0 to suppress lithium plating, especially under fast-charging and low-temperature conditions. LTO-based cells can safely operate at N/P ≈ 1 or even below, enabling longer life and higher power without plating risk. Ultra-fast charging effectively pushes the N/P ratio toward unity, increasing plating risk unless electrode design, transport, and thermal management are carefully optimized. Lowering N/P boosts energy density—but at the cost of durability—unless advanced strategies (e.g., engineered anodes, optimized cut-off voltages, or prelithiation) are used. Modeling and experiments agree: N/P optimization must be considered alongside porosity, areal loading, electrolyte design, and charging protocols—not in isolation. ➡️ Join and subscribe for more technical deep dives : https://lnkd.in/eKeMkNrc

🔋xEV & Battery Engineering Tips : How to specify Battery Pack Requirements for Automotive Applications and BEV using model-based solutions? When it comes to automotive #battery sizing in terms of Power and Energy Requirements, one often uses normalized or bespoke driving cycles. In this tutorial, we share some information on our new method for the estimation and analysis of power and energetic requirements of EV. If you want to analyze other vehicles specs or driving, let us know. Get in touch to discuss these results. Example given on a NEDC mission profiles for a conventional car (for parameters get in touch in DM) Stay tuned and contact us if you want to share more info to this battery engineering tips series. ➡️ Book your call : https://lnkd.in/enWCaKnA #battery #design #technologies #review

♻️The Hidden Bottleneck in Battery Reuse — and a Promising Way Around It Every lithium-ion battery has two lives. The first is the one we usually talk about: powering electric vehicles, tools, or grid-scale storage systems. The second — far less discussed, but arguably just as important — begins when that battery is retired from its original job. “Retired” doesn’t mean dead. In most EV and power-tool applications, batteries are removed once they fall to about 80% of their original capacity. That threshold is about performance guarantees, not physical exhaustion. In reality, many of these batteries still have years of useful life left in less demanding roles: backup power, stationary storage, microgrids, and more. So why aren’t we reusing them at scale? The short answer: testing takes too long and costs too much. A recent paper from researchers at the University of Michigan digs into this exact problem and offers a compelling idea for how to break the bottleneck: using internal resistance as a fast proxy for remaining battery capacity. What follows is a deep dive into what they studied, what they found, and why it matters. ➡️ Join and subscribe to unlock the full analysis: https://lnkd.in/eS_SuvJz