This month, the Draxlmaier Group will begin producing in large quantities the 800-volt full battery system for the electric Porsche Taycan. The provider has established a state-of-the-art production facility in Sachsenheim, a town close to Stuttgart, Germany, for that purpose.
Dr. Martin Gall, chief technology officer at Draxlmaier Group, stated that “the mobility of the future” is one of the greatest issues of our time. >> Electromobility is a significant megatrend that is undergoing a technical revolution never before seen in the vehicle industry. <<
Since 2009, when Draxlmaier’s experts created the first battery system prototypes, the company has been producing battery systems. In Sachsenheim, where a 100,000 square foot production hall holds highly automated assembly lines to construct the battery modules for the Taycan, the supplier eventually opened its first battery facility ten years after the manufacturer. Additional components are fitted once the modules have been automatically set up before each battery is put through a series of thorough testing. The location houses a development office for contemporary battery systems in addition to the battery manufacturing.
The business creates and manufactures high-voltage battery systems and individual parts for high-voltage storage that are customized for each individual vehicle. The E-module is equipped with all necessary parts, such as charging sockets, HV electrical wiring systems, and a wide range of electronic parts that offer dependable contacting, intelligent measuring, distribution, and protection. All battery system solutions are made in-house, from development to manufacture, much like its other products.
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Battery system for the Porsche Taycan is made by Draxlmaier.
The 800-volt complete battery system for the Porsche Taycan is currently in series production at German auto supplier Draxlmaier, which is based close to Stuttgart. The German company constructed their first battery assembly plant on a 10,000 sqm site just for this reason.
Draxlmaier claims that during the past few months, fully automated production facilities have been installed in the building: “Automatic setting of the battery modules is followed by the assembly of other parts and intensive testing. The new location will also contain a section for battery industry innovation in addition to production “a news release read.
Neither the supplier nor Porsche have, as of yet, provided any information about the total battery system for the Porsche Taycan. However, information regarding the series Taycan’s battery capacity and onboard 22 kW charger (AC) surfaced in January. The electric sports car would be offered with two battery options, starting with the larger package, it was reported a short while later.
The following significant performance data has thus far received official confirmation: The Taycan can reach speeds of 200 km/h in under twelve seconds and 100 km/h in “much less than 3.5 seconds” thanks to two electric engines with a combined system output of more than 440 kW. According to NEDC, the maximum range is more than 500 kilometers. Additionally, with related HPC fast chargers, it should be possible to recharge enough energy for a range of 100 kilometers in four minutes due to the 800-volt architecture. The DC charging capacity has already been determined, electrive.net reports, and it will be 250 kW.
Porsche is currently working to establish the necessary infrastructure before the Taycan goes on sale, including working with Electrify America in the United States and awarding a contract to ABB in Japan.
Early on in 2009, The Draxlmaier Group began working on the creation of energy storage technologies. The first prototypes, according to the manufacturer, were quickly followed by concept orders for premium brand batteries for plug-in cars. Audi, BMW, Jaguar, Land Rover, Maserati, Mercedes-Benz, Mini, Porsche, VW, and several unnamed Californian automakers, one of which is possibly Tesla, are among the Bavarian’s current clientele. The established business, which was founded in 1958, has 60 offices spread over more than 20 nations and employs almost 70,000 people.
Partnership between BASF and Porsche to create powerful lithium-ion batteries for electric vehicles
Cellforce Group (CFG), a partnership between Porsche and Customcells, has chosen BASF as its sole partner in cell development for its upcoming lithium-ion battery.
To support the development of high-performance battery cells for quick charging and high energy density, BASF will contribute high-energy HEDTM NCM cathode active materials as part of the partnership. The powerful battery will be made by Cellforce Group, a company with headquarters in Tubingen, Germany. With an initial capacity of at least 100 MWh annually, the battery production facility is anticipated to begin operations in 2024 and be able to power 1,000 motorsport and high-performance automobiles.
Create High-Performance Battery Cells Through Partnership Between Porsche and Customcells
A joint venture between Porsche AG, Volkswagen’s luxury sports car brand, and Customcells, a German business with lithium-ion battery expertise, will produce batteries with a better power density and the ability to be swiftly recharged.
Porsche will invest tens of millions of dollars and hold 83.75% of the Cellforce Group. 16.25 percent will be owned by Customcells.
The future’s combustion chamber, according to Porsche’s CEO and executive board chairman Oliver Blume, is the battery cell. The Cellforce Group, a new Porsche subsidiary, “will play a key role in advancing research, development, manufacture, and sales for high-performance battery cells.”
It takes less than 15 minutes to fully charge the fresh batteries. In contrast, according to Bloomberg, it takes around 22.5 minutes to charge a Porsche Taycan battery from 5% to 80%.
Blume announced in April that Porsche would increase battery production at a plant in Tuebingen, which also happens to be the location of Customcells’ corporate headquarters.
In addition, Tuebingen is a university town close to the Porsche corporate headquarters in Stuttgart and the automaker’s Weissach R&D facility.
By 2025, employment is projected to increase from 13 at present to 80. The project will cost the federal government of Germany and the state of Baden-Wurttemberg roughly 60 million euros ($71.5 million).
EV battery firm Group14 receives $400 million in financing led by Porsche.
Chief Executive Officer Rick Luebbe stated in an interview that some of that money, which raises Group14’s valuation to over a billion dollars, will be used to construct a second battery materials factory in eastern Washington state, a few hours from the company’s current site in Woodinville, outside of Seattle.
The silicon-carbon anode material developed by the company, which Luebbe called “transformational technology,” will allow EV batteries to charge more fast and store more energy than those that use graphite.
Anodes made of graphite, which primarily comes from China with minor amounts from Canada and Japan, are used in the majority of lithium-ion batteries found in today’s EVs.
According to Luebbe, Group14’s silicon-carbon anode material allows lithium-ion batteries to store up to 50% more energy. This allows them to deliver the same range as existing graphite-based batteries with fewer cells, which lowers the battery pack’s overall cost and size.
Cellforce, a Porsche associate, will receive battery components from Group14, according to Luebbe. It also currently shares a supply agreement with InoBat, a different European battery manufacturer. The first EV batteries made with Group14’s anode material will be produced in 2023, although Luebbe would not say who would be the producer.
Several EV battery-related businesses have already invested in Group14, including ATL, BASF (BASFn.DE), Showa Denko (4004.T), Cabot (CBT.N), and SK Material. The last company, a part of the SK Group in Korea, has a joint venture with Group14 to produce anode materials there.
Battery manufacturers Storedot and Farasis have evaluated Group14’s anode material, according to Luebbe. He claimed that the Storedot battery fitted with the silicon-carbon anode material developed by Group14 could be rapidly charged in as short as five minutes and could be charged to 80% of its capacity in as little as ten minutes.
(In the second paragraph of this tale, the second factory’s location is correctly in eastern Washington State, and the final paragraph correctly refers to silicon-carbide as silicon-carbon.)
Porsche establishes a battery unit to create and develop high-performance cells.
Porsche has made the commitment to achieve carbon neutrality throughout the whole value chain and in its own activities by the year 2030.
One of the important steps Porsche will take to reach this aim is to increase the number of electric vehicles it sells. The firm predicts that by 2030, electric vehicles will account for more than 80% of total sales, leaving the 911 as Porsche’s final remaining internal combustion engine model.
Battery technology is the primary determinant of performance for EVs. However, Porsche announced this week that it is developing its own batteries (cells and packs) through the new subsidiary company Cellforce Group, a joint venture established by Porsche and German battery technology company Customcells, a specialist in lithium-ion cell technology that has historically served the aviation and shipping industries. 83.75% of the new Cellforce joint venture is owned by Porsche.
According to Michael Steiner, chief of R&D at Porsche, “to this day, you cannot purchase the technology that is at the heart of our high-performance sports cars; we develop it ourselves.” Because of this, it makes perfect sense for us to create and develop the battery cell, which will be a crucial component of future technology, ourselves.
The German city of Tuebingen, which is home to Customcells and is not far from Porsche’s headquarters in Stuttgart, is on the shortlist for Cellforce’s search for a location for a new facility. The plant should be able to produce at least 100 megawatt-hours of electricity annually, or enough to power around 1,000 vehicles. Porsche stated that it will employ the batteries initially in motorsport and high-performance applications, maybe including Formula E where Porsche has a factory team.
Porsche will purchase batteries from its parent company, the Volkswagen Group, which is developing a vast network of battery plants, for high-volume vehicles. Solid-state batteries may eventually be used; the VW Group anticipates this to happen after 2025.
In order to create batteries with the same energy capacity but a smaller size than is now possible, Porsche will work with Cellforce to build batteries that use silicon for the anodes rather than conventional graphite. The battery’s internal resistance is decreased by the new chemistry, allowing it to absorb more energy during energy recovery and perform better during fast charging. The capacity to function at high temperatures is another essential quality. Operation in sub-zero temperatures and consistent performance over years of repeated charging cycles are significant obstacles to be solved.
Porsche wants to make sure its customers have easy access to charging stations, speaking of which. Porsche aims to build its own network of stations with ultra-fast chargers and a lounge area for visitors, even though the company is already connected with public charging networks like Europe’s Ionity. Starting in Europe, these will be situated beside important thoroughfares.
Additionally, Porsche is putting in chargers at its dealerships. These will have a 350 kilowatt charging capacity, and we are aware that Porsche is testing chargers with a 450 kw charging capacity. At these rates, a range extension may take as little as three minutes and add about 60 miles.
60% of all Taycans delivered have battery problems that have led to replacements, damages, and fires, according to a Porsche whistleblower.
According to a source at Porsche’s headquarters in Zuffenhausen, Germany, “six out of ten Porsche Taycan” ever delivered have a problem with battery management that affects and damages battery cells, necessitates the replacement of cells and batteries, and is resulting in car fires. In order to conceal the issue, Porsche is allegedly changing defective battery cell modules covertly without telling customers or the authorities. Through connections with Audi, Tesla offered to assist Porsche with battery management years ago, but Porsche management at the time rejected any outside assistance, claiming it could handle everything internally, the person said.
The person, who may be referred to as a whistleblower, claimed that “six out of ten delivered vehicles are affected by the issue.”
Where are the batteries for Porsche Taycan made?
Production of batteries at Porsche’s Zuffenhausen facility in Germany on the Taycan line. The manufacturer wants the logistics strategies of its battery supply base to evolve. Germany’s HOCKENHEIM — Making the battery for an electric vehicle is the part of production that uses the most carbon.