* * *<\/p>\n
Se\u00f1or Monfort, \u00bfc\u00f3mo es posible que Blue Solutions tenga en el mercado una tecnolog\u00eda que otras empresas, centros de investigaci\u00f3n y universidades siguen investigando?<\/strong><\/p>\n Existen varias soluciones para las pilas de estado s\u00f3lido. Nosotros disponemos de LMP\u00ae (Litio-Metal-Pol\u00edmero), que describe nuestra tecnolog\u00eda basada en un electrolito s\u00f3lido y un \u00e1nodo de metal de litio. \u00c9stas son sus dos caracter\u00edsticas principales. Nuestro c\u00e1todo es muy parecido al est\u00e1ndar de las bater\u00edas de iones de litio, salvo que utilizamos fosfato de hierro en lugar de NMC.<\/p>\n Bueno, yendo a su pregunta: Se trata de una larga historia de desarrollo. Empez\u00f3 en Canad\u00e1 con Hydro Quebec, una empresa quebequense de redes energ\u00e9ticas, y en Francia con Bollor\u00e9. Ambos enfoques se basaron en la patente inicial del Dr. Michel Armand, un investigador bastante conocido en el mundo de la electroqu\u00edmica y que en los a\u00f1os 80 afirmaba que el litio pod\u00eda utilizarse como material para las bater\u00edas. Bollor\u00e9 inici\u00f3 sus estudios a finales de los a\u00f1os 90 y desarroll\u00f3 una primera l\u00ednea piloto en 2001 en Quimper. Hydro Quebec hab\u00eda explorado la tecnolog\u00eda desde 1995. Las filiales de ambas empresas se fusionaron en 2007 y, bas\u00e1ndonos en los dos derechos de patentes, empezamos a establecer en 2012 las primeras l\u00edneas de producci\u00f3n de nuestras bater\u00edas LMP\u00ae. As\u00ed que hemos estado desarrollando nuestra industrializaci\u00f3n a lo largo de los \u00faltimos ocho a\u00f1os, mejorando nuestro proceso industrial, mejorando nuestro rendimiento, para ser hoy capaces de suministrar estas bater\u00edas al mercado.<\/p>\n \u00bfAs\u00ed que empez\u00f3 mucho antes que la mayor\u00eda de los dem\u00e1s?<\/strong><\/p>\n En realidad, somos los verdaderos pioneros de las pilas de estado s\u00f3lido. Acumulamos m\u00e1s de 20 a\u00f1os de desarrollo y unos 15 de industrializaci\u00f3n y mejora constante desde la escala de laboratorio: nuestras primeras muestras con la electroqu\u00edmica actual datan de 2005. Por lo general, cuando se desarrolla una nueva tecnolog\u00eda, transcurre mucho tiempo entre las primeras muestras y la producci\u00f3n en serie real. Creemos que muchos competidores subestiman el tiempo necesario para pasar de las muestras a la producci\u00f3n en serie real, dependiendo, por supuesto, del grado de innovaci\u00f3n. Si s\u00f3lo utiliza alguna variaci\u00f3n qu\u00edmica, es menos complejo. Pero si desarrolla un concepto totalmente innovador, necesita mucho tiempo para afinar todos los par\u00e1metros y realizar un buen ensamblaje de todos los componentes de la pila.<\/p>\n Las pilas de estado s\u00f3lido est\u00e1n llamadas a ser el gran avance en la tecnolog\u00eda de las pilas. \u00bfCu\u00e1l es su opini\u00f3n al respecto?<\/strong><\/p>\n Lo que todo el mundo busca es encontrar la qu\u00edmica para hacer funcionar las pilas de estado s\u00f3lido a \"temperatura ambiente\", es decir, a unos 20 grados. A\u00fan no lo hemos conseguido. Tenemos que calentar nuestras bater\u00edas LMP\u00ae entre 50 y 80 grados, dependiendo de la aplicaci\u00f3n. El punto por el que todo el mundo busca el estado s\u00f3lido, es porque podr\u00e1 deshacerse del desbocamiento t\u00e9rmico. El estado s\u00f3lido es m\u00e1s seguro que la tecnolog\u00eda de las bater\u00edas de iones de litio. Tambi\u00e9n obtenemos los beneficios del \u00e1nodo de metal de litio, que tiene una energ\u00eda espec\u00edfica diez veces superior a la del grafito utilizado en las bater\u00edas de iones de litio. As\u00ed que \u00e9stas son las principales ventajas de las bater\u00edas de estado s\u00f3lido: mayor densidad energ\u00e9tica, mayor estabilidad... y por eso todo el mundo las busca.<\/p>\n Entonces hay que superar algunos retos, que son los precios de la materia prima y tambi\u00e9n el desarrollo de los procesos que hay detr\u00e1s de esta tecnolog\u00eda. Y \u00e9sta es una de las razones por las que nos encontramos en esta posici\u00f3n pionera: Bollor\u00e9 es un productor tradicional de pel\u00edculas ultrafinas gracias a los procesos de extrusi\u00f3n. Se trata de procesos desarrollados en los a\u00f1os sesenta. Por tanto, hace mucho tiempo que nos ocupamos de este tema. Hoy en d\u00eda, Bollor\u00e9 es capaz de producir pel\u00edculas de 2 micras de espesor para la industria. Y decidimos utilizar este proceso para producir una capa de pol\u00edmero electrol\u00edtico muy fina. En cuanto a la producci\u00f3n de \u00e1nodos de litio, la tecnolog\u00eda del proceso fue desarrollada principalmente por Hydro Quebec. Hoy en d\u00eda, estos dos procesos son la base de nuestras bater\u00edas LMP\u00ae.<\/p>\n \u00bfQu\u00e9 capacidad de producci\u00f3n tienen en sus f\u00e1bricas?<\/strong><\/p>\n Tenemos dos l\u00edneas con una capacidad de 500 MWh al a\u00f1o: una en Quimper, en Breta\u00f1a, y la segunda en Montreal, en Quebec. Y estamos desarrollando nuevas l\u00edneas: La tercera l\u00ednea est\u00e1 en proceso de instalaci\u00f3n en Quimper. Nuestro objetivo es crecer muy pronto hasta 1,5 GWh al a\u00f1o. Nuestras capacidades aumentan cada a\u00f1o. En estos momentos, tenemos nuestras dos plantas a plena carga con una producci\u00f3n de cuatro turnos, lo que significa que estamos produciendo los siete d\u00edas de la semana, las 24 horas.<\/p>\n \u00bfPuede describirnos su bater\u00eda LMP\u00ae con algunas cifras clave?<\/strong><\/p>\n Las cifras pueden variar seg\u00fan el mercado, seg\u00fan lo que busquen los clientes. Pero hoy en d\u00eda, somos capaces de suministrar pilas que tienen una densidad energ\u00e9tica de m\u00e1s de 250 Wh\/kg, y esto lo piden espec\u00edficamente los clientes de autobuses. Adem\u00e1s, podemos garantizar m\u00e1s de 4.000 ciclos utilizando toda la capacidad de las bater\u00edas.<\/p>\n El precio del kWh de las bater\u00edas de estado s\u00f3lido es comparable al de las bater\u00edas de iones de litio. Aun as\u00ed, si se tiene en cuenta el coste total de propiedad, las ventajas adicionales de las de estado s\u00f3lido, como la facilidad de integraci\u00f3n, un rango de funcionamiento m\u00e1s amplio para su uso en temperaturas extremas de fr\u00edo y calor, y una garant\u00eda mucho m\u00e1s s\u00f3lida, nuestras bater\u00edas suelen ser m\u00e1s competitivas que las de iones de litio para aplicaciones y mercados espec\u00edficos.<\/p>\n Usted menciona la gama: \u00bfes m\u00e1s amplia?<\/strong><\/p>\n Ofrecemos a los clientes, por supuesto, un rango de funcionamiento m\u00e1s amplio que el de las bater\u00edas de iones de litio, ya que s\u00f3lo necesitamos calefacci\u00f3n, pero no un sistema de refrigeraci\u00f3n. Esto da m\u00e1s espacio para una capacidad adicional de la bater\u00eda.<\/p>\n Nos enteramos de<\/a> los autobuses el\u00e9ctricos de su empresa asociada BlueBus que est\u00e1n equipados con su tecnolog\u00eda. \u00bfSus bater\u00edas de estado s\u00f3lido s\u00f3lo tienen sentido en los autobuses, o es posible una aplicaci\u00f3n en turismos u otros veh\u00edculos comerciales como transportistas o camiones?<\/strong><\/p>\n Si mantiene la bater\u00eda a una temperatura de funcionamiento de entre 50 y 80 grados Celsius, podr\u00e1 utilizarla en cualquier aplicaci\u00f3n. Pero para ser sinceros, estuvimos vendiendo esas bater\u00edas a PSA para un coche divertido que crearon alrededor de 2015, pero el \u00e9xito comercial no lleg\u00f3. Antes de poder utilizar el coche, hab\u00eda que llevar la bater\u00eda a la temperatura de funcionamiento, lo que llevaba cierto tiempo. No poder utilizar el coche siempre que se desee no es compatible con el mercado de masas. Por eso nuestro producto se adapta a los clientes que los utilizan constantemente: 5 d\u00edas a la semana durante todo el d\u00eda. Por eso se adapta perfectamente a los autobuses. Tambi\u00e9n se adaptan bien a este uso los camiones de reparto de \u00faltima milla o los veh\u00edculos industriales de puertos, d\u00e1rsenas y aeropuertos.<\/p>\n \u00bfSon sus bater\u00edas de estado s\u00f3lido compatibles con cualquier marca de autob\u00fas? \u00bfCu\u00e1les son los requisitos t\u00e9cnicos del chasis de los autobuses para integrar sus bater\u00edas?<\/strong><\/p>\n Es una muy buena pregunta porque es una de las ventajas de nuestras bater\u00edas. No necesitamos ning\u00fan sistema de refrigeraci\u00f3n. Esto convierte a nuestras bater\u00edas en una soluci\u00f3n plug&play. Seis paquetes: son de grandes dimensiones. Puede colocarlas en el techo de un autob\u00fas y no importa si el sol las calienta. Esto s\u00f3lo ayuda a que alcancen su temperatura de funcionamiento. Tenemos el ejemplo de un cliente que ha podido desarrollar los primeros prototipos de autob\u00fas el\u00e9ctrico en seis meses, lo que supone un enorme rendimiento. Por supuesto, se trataba de un modelo ya existente, y s\u00f3lo tuvieron que adaptar su techo para instalar los packs.<\/p>\n \u00bfCu\u00e1ndo decidieron vender bater\u00edas de estado s\u00f3lido a terceros?<\/strong><\/p>\n Como era dif\u00edcil demostrar la fiabilidad de nuestra tecnolog\u00eda a clientes externos, empezamos primero a desarrollar nosotros mismos las aplicaciones: el coche compartido Bollor\u00e9 y los autobuses. Hace tres a\u00f1os iniciamos conversaciones con varios fabricantes de autobuses, pero principalmente con Daimler. Enviaron una delegaci\u00f3n tecnol\u00f3gica y a principios de 2019 firmamos un acuerdo de desarrollo. En general, est\u00e1bamos abiertos a suministrar a clientes externos desde 2015\/16.<\/p>","protected":false},"excerpt":{"rendered":" Es el \u00fanico fabricante de bater\u00edas de estado s\u00f3lido para veh\u00edculos el\u00e9ctricos a escala industrial y, sin embargo, apenas est\u00e1 en el candelero: La filial francesa de Bollor\u00e9<\/p>","protected":false},"author":15,"featured_media":150522,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[9927],"tags":[22651,16771,22650,4377,15588,793,9956,114,15404,20665,9970,20839,362,1255,9308],"class_list":["post-150313","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-battery-fuel-cell","tag-actia","tag-background","tag-blue-solutions","tag-bluebus","tag-bluecar","tag-bollore","tag-canada","tag-daimler","tag-ecitaro","tag-ecitaro-g","tag-france","tag-gaussin","tag-mercedes-benz","tag-montreal","tag-solid-state"],"acf":{"inhalt_teil2":" It is not very known in Europe that you are delivering your solid-state batteries to Daimler. Can you give us a summary of how this partnership developed?<\/strong><\/p>\n You are right, we haven’t communicated a lot about our technology, and we were not very present at international conferences. We thought it was better for us to make internal developments. Daimler has always looked for innovation in its products. We were contacted by them in 2017, we explained to them our products, started discussions and gave them samples – and we made tests for them. Then they asked if we could develop a specific pack for their buses. They understood that they could propose two battery technology options to their customers, lithium-ion batteries with NMC chemistry and solid-state LMP batteries with a longer range and longer warranty time. (Ed: Daimler announced both battery options when it unveiled the eCitaro bus<\/a> in summer 2018. Both versions are also offered in the articulated bus version eCitaro G<\/a>, which was launched in 2020).<\/p>\n When Daimler asked you to individualise their battery packs \u2013 what is specific about them? Are the packs different from the ones used, for example in the BlueBus?<\/strong><\/p>\n Yes, they are different from the ones we use in our first generation of buses. We manufacture 450-volt battery packs for the BlueBus, Daimler asked us to develop 650-volt packs. Second, they asked for specific dimensions in order to be able to replace their lithium-ion packs with LMP\u00ae packs. And of course, we developed the software characteristics according to their specifications to make communication processes work between the bus and the battery. We have continuously worked together for two years to individualise the packs – including all the safety criteria that Daimler is demanding. It was a real challenge and we appreciated it a lot. The result is that Daimler could get rid of one cooling system and put the seventh pack in the eCitaro, which gives them the possibility to reach 441 kWh battery capacity in one bus.<\/p>\n Well, and also we have coordinated our roadmap with Daimler. And we have a new generation of batteries in development for them. But it is up to them to announce this.<\/p>\n Can you tell us in this context, how many solid-state batteries you are currently delivering to Daimler?<\/strong><\/p>\n I can not disclose this information. All I can say is that we have a supply contract and that we deliver them the quantity they need.<\/p>\n Do you have other clients or companies that are interested to become clients?<\/strong><\/p>\n We have already other customers and also a lot of interested companies. The bus industry is massively switching to electric buses. That is not just true for Europe but all over the world. This year, we will disclose new customers.<\/p>\n Among our existing clients there is for example the French company Actia. They integrate our batteries in applications of their customers all over the world, for example for Australian manufacturer Custom Denning. So, we started providing batteries for electric buses that will be used in Australia. There is also the French manufacturer Gaussin, who is providing already special electric vehicles for the port industry in New Zealand, Qatar, Ivory Coast, etc. They have customers all over the world, also in Asia. And they created a swapping system to exchange the LMP\u00ae battery packs of their vehicles every 12 hours, so they can run 24 hours per day with two packs.<\/p>\n We have also a contract with RTE – the high-voltage network in France \u2013 to develop a 30 MWh project in South France, thus, a stationary application of our batteries. And we develop for Africa some local stationary applications which store solar energy during the day to deliver the energy for the night, especially in villages that are not connected to the grid. These are not big projects, but they are numerous, so this makes also MWh to deliver.<\/p>\n So this is today our customer portfolio. We have also some other contracts with European customers already signed, but can not yet disclose them. And we see a growing interest in the field of last-mile delivery trucks and larger trucks.<\/p>\n At the moment, there are a lot of European initiatives going on, in order to join forces in the battery sector. Are you participating in any?<\/strong><\/p>\n Europe was obviously late \u2013 later than the Asian countries. China and Korea developed the lithium-ion battery industry quite ahead of Europe. Then there is Tesla, the only one in the U.S. that really decided to develop massively lithium-ion batteries through their partnership with Panasonic. The sovereignty of the European automotive industry is depending on battery production. We are in direct contact with the EU commission which estimates that the European community will need more than 400 GWh per year in 2026. So they launch these initiatives to subsidise gigafactory installation in Europe and also to subsidise the development of next-generation battery technologies.<\/p>\n We are convinced that we have to participate in the European battery ecosystem. And we have increased our efforts to participate in professional organisations and associations in Europe. Except for our contact with the EU commission, we are part of the executive committee of the Battery European Partnership Association (BEPA) and also of the RECHARGE Association which is one of the European committees that deals with regulations of batteries. Then we are member of EBA 250, which is the European Battery Alliance<\/a>. Of course, we also participate in the new European raw material initiative, launched in 2020. Finally, we are also part of the European Association for Storage of Energy (EASE). So, we understand and we believe that we have to improve the European cooperation and we are open to industrial collaboration to accelerate the development and availability of solid-state batteries for electric passenger cars. This is something we are believing in.<\/p>\n What are you thinking about the first European IPCEI mainly pushed forward by Germany and France, well known in France under the name “airbus de la batterie”?<\/strong><\/p>\n We believe that this project was scheduled rather hastily. We are rather positioning ourselves for the next generation of batteries, namely solid-state batteries that are operational at “room temperature” and thus also fit the passenger car industry.<\/p>\n So this is your next objective in terms of further developing your technology?<\/strong><\/p>\n Yes, our aim is to make solid-state batteries able to run at 20 degrees or even lower. This is a new development that we have already started some years ago. At the lab, we have already batteries that run at “room temperature”. We plan to be able to deliver those batteries to OEMs at the industrial level in 2026.<\/p>\n We are currently doing already cycle testing of cells to see if they are able to do more than 1,000 cycles for the car industry. Cars are less demanding in terms of battery life cycle than buses or energy storage systems. So we want to tackle this market. We know that we won’t be alone in this market, so we are open to collaborations and partnerships inside Europe for that purpose.<\/p>\n We are participating in the global movement and we think as we are the most experienced solid-state battery manufacturer we will be among the ones capable to provide the next generation to the market. If the Europe industry wants to be successful in solid-state technology, we believe that cooperation and development on the European level will be necessary.<\/p>\n Mister Monfort, thank you a lot.<\/strong><\/p>\n Lithium metal polymer (LMP\u00ae) batteries by Blue Solutions<\/strong><\/p>\n The LMP battery contains neither cobalt nor nickel or other Substances of Very High Concern (SVHC), but copper, aluminium, lithium, polymers, lithium salt, iron phosphate and carbon. It’s free of solvents, which makes recycling easier, according to Blue Solutions. Thus, patented recycling processes are currently in place to recover lithium. The internal operating temperature for LMP\u00ae batteries is currently 50 to 80 degrees. The storage capacity is said to be constant throughout the battery lifetime of up to 4.000 cycles. More details at the company’s website blue-solutions.com<\/a>.<\/p>\n"},"_links":{"self":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/150313","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/users\/15"}],"replies":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/comments?post=150313"}],"version-history":[{"count":1,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/150313\/revisions"}],"predecessor-version":[{"id":223501,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/150313\/revisions\/223501"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media\/150522"}],"wp:attachment":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media?parent=150313"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/categories?post=150313"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/tags?post=150313"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}![\"\"](\"https:\/\/www.electrive.com\/media\/2021\/03\/blue-solutions-1-min.png\" "\\"\\"")
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