100Kwh CATL Qilin CTP 3.0 Car EV Battery

Description

100Kwh CATL Qilin CTP 3.0 is second generation cell to pack design By CATL Battery Company China, Famous Battery with good quality.

100Kwh CATL Qilin CTP 3.0  #PRE-Order 30~45 Days

CATL and Arun Plus partner up for cell-to-pack (CTP) cooperation in Thailand

The latest CATL post suggests 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.
CATL has announced Qilin, the third generation of its cell-to-pack technology dubbed CTP 3.0. The company says it gives a volume utilisation efficiency of 72% and an energy density of up to 255 Wh/kg, to deliver a range of more than 1000 km.

In the Qilin, which is named after a legendary creature in Chinese mythology, the internal cross-beam, liquid-cooling plate and thermal pad have been integrated into a multi-functional elastic interlayer. It also features built-in micron bridges inside the interlayer, which flexibly accommodate changes inside the cell, improving the battery’s reliability throughout its full life cycle.

The integrated energy unit, which is composed of the cell and the elastic interlayer, provides a more stable load-bearing structure perpendicular to the driving direction, enhancing the shock and vibration resistance of the battery pack.

100Kwh CATL Qilin CTP 3.0 for EV Car battery

A bottom-sharing design allows a smart arrangement of components as well as structural protection, a high-voltage connection and a protective vent for thermal runaway, which serve to increase the battery’s capacity by a further 6%. The battery also satisfies the criteria of safety tests required by national standards.

The 100Kwh CATL Qilin CTP 3.0 pack design on the outside is quite traditional with a tapered section at the front to accommodate crash and suspension structure in a normal vehicle design.

The 100Kwh CATL Qilin CTP 3.0 pack has bolting locations down each side and at the back edge of the pack.
Note that there are no fixings in the centre of this pack. This is surprising for a pack of this size

100Kwh CATL Qilin CTP 3.0  Structure
“In the CTP 3.0 battery, the internal crossbeam, liquid-cooling plate and thermal pad have been integrated into a multifunctional elastic interlayer.”
The sandwich layer with the cells and cooling plates running across the pack along with a lower and upper closing panel is not really described in enough detail to understand how this is assembled. How are these parts fixed to each other?
The new CTP3.0 design appears to rely on the structure in the cells and the cooling system to react the side impact loads seen in a crash.

100Kwh CATL Qilin CTP 3.0  Cooling System
“The internal crossbeam, liquid-cooling plate and thermal pad have been integrated into a multifunctional elastic interlayer”. The area of the cooling plates has been increased by a factor of 4. However, the cooling plate is now applied to the large face of the prismatic cell and hence the heat in the core of the cell now has to conduct through the active layers. The thermal conduction through the active layers is around 30x lower than the conduction in-plane.

The elastic interlayer cooling plate can be seen being compressed by the cells as they expand. The cells will continue to expand over the lifetime of the pack. It will be interesting to see how the cooling plate end connectors are designed with the stress that this compression will generate in the joint.

Also, this means the cooling channel width will decrease as the cells age and expand. Hence restricting the flow of cooling fluid. As cells age the internal resistance increases and so the amount of heat increases for a given drive cycle. Less cooling as the cell ages will result in much higher cell temperatures. Higher temperatures will result in more rapid cell ageing. Thus forming a positive feedback.

As the cooling plate is compressed the fluid has to go somewhere and hence the header tank will need to be large enough to accept the fluid that is displaced.

A lot of the details are missing. Issues and quite a few questions that need proper answers before we can really see how this could ever work:

Can the cells and cooling plates replace the cross-pack structure?
How do the cells and cooling plates connect into the side beams of the pack?
The cooling is throttled as the cells expand with age. Lower coolant flow as the cell resistance increases doesn’t appear to be sensible.
How do they ensure a robust cooling connection to the extruded cooling plate?
There is no structural detail explaining how the cells are located vertically.
Lots of cooling connections each side of the pack, lots of possible leak points. In side impact all of these connections are very vulnerable.

These are my first observations on the CATL Qilin CTP 3.0 and we will expand our analysis and understanding as more data becomes available.

Early numbers for the Zeekr 001 and the CATL CTP pack are showing that it is achieving 200Wh/kg.
CNEVpost [2] give some initial values:
1032km at 14.9kWh/100km = 153.8kWh
However, I assume the 14.9kWh/100km is at the plug and hence the vehicle is achieving roughly 14.9 x 0.9 = 13.4kWh/100km
1032km x 13.4kWh/100km = 138kWh

100Kwh CATL Qilin CTP 3.0 Warranty 5yrs

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