NavyCuda wrote:Sounds more like it will be a Nissan battery and not LG.
They said air cooled so that means it won't be a LG in all likelihood.
LG batteries are in BEVs today without liquid or refrigerant cooling of the packs, so I wouldn't agree with that conclusion.
AFAIK, Nissan has not said where GEN 2 LEAF batteries would be sourced, other than in general statements that as batteries moved to commodity status, it would no longer need to manufacture them itself.
Gen 1 LEAF packs more accurately would be described as conductively cooled, as no significant airflow is used to cool them.
seems to now have become the popular term for any pack that does not require a coolant or refrigerant loop:
A few more significant quotes from the article I linked yesterday:
http://www.greencarreports.com/news/110 ... med/page-2
A few further snippets on the next Leaf came from a question-and answer session earlier in the day with Takao Asami, a Nissan senior vice president of research and advanced engineering....
Asami noted that the company was preparing for DC fast-charging at rates up to 150 kilowatts, though he questioned the practicality of higher rates for mass-market electric cars.
And he confirmed that the next Leaf would continue with an air-cooled battery pack, saying changes in cell chemistry had "significantly reduced" concerns over battery durability.
"I am not concerned any more" about the durability of electric-car batteries, he concluded...
I agree with both of of those statements.
An ~150 kW charge rate is probably all that will be required in the immediate future by mass-market BEVs with total battery capacities from about 30 to 60 kWh, though trucks buses, and luxury BEVs with larger packs could benefit from higher charge rates (likely also with significantly higher costs per kWh) if and when such high-kW DC stations are ever deployed on a large scale.
And Nissan had it right a decade ago when it realized their was no future in developing BEV battery designs that required intensive active cooling, as the reduced cost and higher efficiency of ~passively cooled packs would inevitably lead to obsolescence of liquid or refrigerant based active cooling designs, as battery prices declined.
It's very cheap both in manufacture and operation to provide airflow to a battery pack and call it air-cooled
Benefits in terms of pack life are not likely to be very significant, since air, an excellent insulator, is a lousy conductor of heat with very low thermal capacity.
But we may (IMO) see air cooling
added to the LEAF GEN 2 pack, which might well be more valuable as a promotional slogan, than a cost-effective method of actually extending battery life.