What Tesla’s bet on iron-based batteries means for manufacturers_老虎社区_美港股上老虎

What Tesla’s bet on iron-based batteries means for manufacturers

finance.yahoo2021-07-29

Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in ...

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Ianer
·2021-07-29
Battle of raw materials. I even think the reason why China push for EV is considering how the batteries raw materials are heavily sourced from China.
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Deonc
·2021-07-29
Looking forward. Please like and comment
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- Huathk:
  Gd
  2021-07-29
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21a985fa
·2021-07-29
But
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Soojj
·2021-07-29
Ok
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- Soojj:
  Ok
  2021-07-29
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ETF88
·2021-07-29
Time to buy iron stocks. Pls like. Thank!!!
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- Jo5tarz:
  [捂脸]
  2021-07-29
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MieCheng
·2021-07-29
Ok
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- MieCheng:
  good
  2021-07-29
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KDL
·2021-07-29
Good read.
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- geraldwwx:
  Hello
  2021-07-29
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- SilverSoul:
  Tesla fan here!
  2021-07-29
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cxseah
·2021-07-29
Like please
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- DavJunRong:
  yo
  2021-07-29
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Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. 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This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","kind":"news","is_publish_news":true,"is_publish_highlight":true,"is_publish_live":false,"is_publish_wemedia":null,"editions":null,"column":"","sentiment":"0","news_tag":"","news_rank":0,"symbols":[],"gpt_button":0,"need_auth":false,"code":"91000000","status":"200"},"commentList":[{"id":801715170,"gmtCreate":1627534570090,"gmtModify":1631884235983,"author":{"id":"3582704169214897","authorId":"3582704169214897","name":"Ianer","avatar":"https://static.tigerbbs.com/6dfad3c43fd6d82b6a4f7c429853f818","vip":1,"crmLevel":11,"crmLevelSwitch":0,"authorIdStr":"3582704169214897","idStr":"3582704169214897"},"htmlText":"Battle of raw materials. I even think the reason why China push for EV is considering how the batteries raw materials are heavily sourced from China.&nbsp;","listText":"Battle of raw materials. I even think the reason why China push for EV is considering how the batteries raw materials are heavily sourced from China.&nbsp;","text":"Battle of raw materials. I even think the reason why China push for EV is considering how the batteries raw materials are heavily sourced from China.","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/801715170","repostId":1191251432,"repostType":2,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":801701956,"gmtCreate":1627532052975,"gmtModify":1633764046887,"author":{"id":"3569316529855154","authorId":"3569316529855154","name":"Deonc","avatar":"https://static.tigerbbs.com/d9aa45dd2eb58357f6477dcfb99d1415","vip":1,"crmLevel":11,"crmLevelSwitch":0,"authorIdStr":"3569316529855154","idStr":"3569316529855154"},"htmlText":"Looking forward. Please like and comment","listText":"Looking forward. Please like and comment","text":"Looking forward. Please like and comment","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":3,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/801701956","repostId":1191251432,"repostType":4,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":5366652,"gmtCreate":1627541801719,"gmtModify":1635165131053,"authorId":3573472992263411,"author":{"id":3573472992263411,"idStr":"3573472992263411","authorId":3573472992263411,"name":"Huathk","avatar":"https://static.tigerbbs.com/43c7168c646d9ea6805194ed0003f1cc","vip":1,"crmLevel":12,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":801701956,"type":1,"supId":0,"prevId":0,"content":"Gd","text":"Gd","html":"Gd"}],"langContent":"EN"},{"id":801484382,"gmtCreate":1627528259146,"gmtModify":1631892289112,"author":{"id":"4087977377718970","authorId":"4087977377718970","name":"21a985fa","avatar":"https://community-static.tradeup.com/news/default-avatar.jpg","vip":1,"crmLevel":1,"crmLevelSwitch":0,"authorIdStr":"4087977377718970","idStr":"4087977377718970"},"htmlText":"But&nbsp;","listText":"But&nbsp;","text":"But","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/801484382","repostId":1191251432,"repostType":2,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":801407022,"gmtCreate":1627526026466,"gmtModify":1633764107610,"author":{"id":"3582029553166690","authorId":"3582029553166690","name":"Soojj","avatar":"https://static.tigerbbs.com/2c7b0e3654b1b442172ea81a7188cb95","vip":1,"crmLevel":2,"crmLevelSwitch":0,"authorIdStr":"3582029553166690","idStr":"3582029553166690"},"htmlText":"Ok","listText":"Ok","text":"Ok","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/801407022","repostId":1191251432,"repostType":4,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":5364846,"gmtCreate":1627526031624,"gmtModify":1635219043652,"authorId":3582029553166690,"author":{"id":3582029553166690,"idStr":"3582029553166690","authorId":3582029553166690,"name":"Soojj","avatar":"https://static.tigerbbs.com/2c7b0e3654b1b442172ea81a7188cb95","vip":1,"crmLevel":2,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":801407022,"type":1,"supId":0,"prevId":0,"content":"Ok","text":"Ok","html":"Ok"}],"langContent":"EN"},{"id":801408047,"gmtCreate":1627525757489,"gmtModify":1631885102618,"author":{"id":"3577969053537569","authorId":"3577969053537569","name":"ETF88","avatar":"https://static.tigerbbs.com/eadc5d0f2e78722e94275fcb0b7df19a","vip":1,"crmLevel":2,"crmLevelSwitch":0,"authorIdStr":"3577969053537569","idStr":"3577969053537569"},"htmlText":"Time to buy iron stocks. Pls like. Thank!!!","listText":"Time to buy iron stocks. Pls like. Thank!!!","text":"Time to buy iron stocks. Pls like. Thank!!!","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":2,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/801408047","repostId":1191251432,"repostType":2,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":5366193,"gmtCreate":1627536405419,"gmtModify":1635165169323,"authorId":3566111551860327,"author":{"id":3566111551860327,"idStr":"3566111551860327","authorId":3566111551860327,"name":"Jo5tarz","avatar":"https://static.tigerbbs.com/8cdaa131f223c2f17b3669bce62cc05e","vip":1,"crmLevel":11,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":801408047,"type":1,"supId":0,"prevId":0,"content":"[捂脸]","text":"[捂脸]","html":"[捂脸]"}],"langContent":"EN"},{"id":801570332,"gmtCreate":1627525158626,"gmtModify":1631889369352,"author":{"id":"3581055663363625","authorId":"3581055663363625","name":"MieCheng","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":11,"crmLevelSwitch":0,"authorIdStr":"3581055663363625","idStr":"3581055663363625"},"htmlText":"Ok","listText":"Ok","text":"Ok","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/801570332","repostId":1191251432,"repostType":4,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":5364726,"gmtCreate":1627525172800,"gmtModify":1631889369358,"authorId":3581055663363625,"author":{"id":3581055663363625,"idStr":"3581055663363625","authorId":3581055663363625,"name":"MieCheng","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":11,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":801570332,"type":1,"supId":0,"prevId":0,"content":"good","text":"good","html":"good"}],"langContent":"EN"},{"id":801544950,"gmtCreate":1627525014770,"gmtModify":1631893923033,"author":{"id":"3555537259700212","authorId":"3555537259700212","name":"KDL","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":12,"crmLevelSwitch":0,"authorIdStr":"3555537259700212","idStr":"3555537259700212"},"htmlText":"Good read.","listText":"Good read.","text":"Good read.","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":2,"commentSize":2,"repostSize":0,"link":"https://laohu8.com/post/801544950","repostId":1191251432,"repostType":4,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":5364812,"gmtCreate":1627525736623,"gmtModify":1631893923064,"authorId":3555322280934257,"author":{"id":3555322280934257,"idStr":"3555322280934257","authorId":3555322280934257,"name":"geraldwwx","avatar":"https://static.tigerbbs.com/bccdb31724278699a26408ea1426d1d2","vip":1,"crmLevel":12,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":801544950,"type":1,"supId":0,"prevId":0,"content":"Hello","text":"Hello","html":"Hello"},{"id":5364720,"gmtCreate":1627525144919,"gmtModify":1631893923038,"authorId":3563403277012456,"author":{"id":3563403277012456,"idStr":"3563403277012456","authorId":3563403277012456,"name":"SilverSoul","avatar":"https://static.tigerbbs.com/692e9e2f198854f2b357459085e07d4f","vip":1,"crmLevel":5,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":801544950,"type":1,"supId":0,"prevId":0,"content":"Tesla fan here!","text":"Tesla fan here!","html":"Tesla fan here!"}],"langContent":"EN"},{"id":801540461,"gmtCreate":1627524665553,"gmtModify":1633764129116,"author":{"id":"3586519067840195","authorId":"3586519067840195","name":"cxseah","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":1,"crmLevelSwitch":0,"authorIdStr":"3586519067840195","idStr":"3586519067840195"},"htmlText":"Like please&nbsp;","listText":"Like please&nbsp;","text":"Like please","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":3,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/801540461","repostId":1191251432,"repostType":4,"repost":{"id":"1191251432","kind":"news","pubTimestamp":1627524003,"share":"https://www.laohu8.com/m/news/1191251432?lang=zh_CN&edition=full","pubTime":"2021-07-29 10:00","market":"us","language":"en","title":"What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1191251432","media":"finance.yahoo","summary":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting tha","content":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>What Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nWhat Tesla’s bet on iron-based batteries means for manufacturers<blockquote>特斯拉押注铁基电池对制造商意味着什么</blockquote>\n</h2>\n<h4 class=\"meta\">\n\nfinance.yahoo2021-07-29 10:00\n\n</h4>\n</header>\n<article>\nElon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.<blockquote>Elon Musk本周早些时候对铁基电池发表了迄今为止最乐观的声明，并指出特斯拉正在其储能产品和一些产品中“长期转向”更旧、更便宜的磷酸铁锂(LFP)电池。入门级电动汽车。</blockquote> The Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.<blockquote>这位特斯拉首席执行官沉思道，该公司的电池最终可能会在其产品中大约三分之二是铁基电池，三分之一是镍基电池。“这实际上很好，因为世界上有大量的铁，”他补充道。</blockquote> Musk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.<blockquote>马斯克的言论反映了汽车行业（主要是在中国）已经发生的变化。中国以外的电池化学物质主要是镍基电池，特别是镍锰钴(NMC)和镍钴铝(NCA)。这些较新的化学物质由于其更高的能量密度而对汽车制造商具有吸引力，使原始设备制造商(OEM)能够提高电池的续航里程。</blockquote> If Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.<blockquote>如果马斯克的乐观预示着整个电动汽车行业的真正转变，那么问题是中国以外的电池制造商是否能够跟上。</blockquote> Musk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.<blockquote>马斯克并不是唯一一位表示回归LFP模式的汽车高管。今年早些时候，福特首席执行官Jim Farley表示，该公司将在一些商用车中使用LFP电池。与此同时，大众汽车首席执行官赫伯特·迪斯(Elon Musk)在公司首届电池日演讲中宣布，磷酸铁锂将用于大众的一些入门级电动汽车。</blockquote> On the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.<blockquote>在储能方面，马斯克关于在Powerwall和Megapack中使用基于LFP的化学物质的评论与其他固定式储能公司推动铁基配方的做法一致。电池研究公司Cairn Energy Research Advisors的负责人Sam Jaffe告诉TechCrunch：“固定存储行业希望转向磷酸铁锂，因为它更便宜。”</blockquote> LFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.<blockquote>LFP电池具有吸引力有几个不同的原因。首先，它们不依赖钴和镍等极其稀缺且价格波动的原材料。（钴主要来自刚果民主共和国，由于不人道的采矿条件，受到了额外的审查。）虽然LFP电池的能量密度低于镍基化学品，但它们要便宜得多。对于那些希望刺激向电动汽车转变的人来说，这是个好消息，因为降低每辆车的成本可能是电动汽车更多采用的关键。</blockquote> Musk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.<blockquote>马斯克清楚地看到了特斯拉铁基化学品的重要未来，他的言论帮助LFP重新成为人们关注的焦点。但有一个地方他们仍然是这场秀的明星：中国。</blockquote> China’s monopoly on LFP<blockquote>中国对磷酸铁锂的垄断</blockquote> “LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.<blockquote>“磷酸铁锂几乎只在中国生产，”研究公司Benchmark Mineral Intelligence价格和数据评估主管Caspar Rawles在最近接受TechCrunch采访时解释道。</blockquote> China’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.<blockquote>中国在磷酸铁锂电池生产方面的主导地位部分与一系列关键的磷酸铁锂专利有关，这些专利由大学和研究机构组成的财团管理。该财团十年前与中国电池制造商达成协议，如果LFP电池仅在中国市场使用，则不会向制造商收取许可费。</blockquote> Hence, China cornered the LFP market.<blockquote>因此，中国垄断了磷酸铁锂市场。</blockquote> Battery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.<blockquote>中国的电池制造商可能从向磷酸铁锂的潜在结构性转变中受益最大，特别是比亚迪和宁德时代，后者已经为在中国制造和销售的特斯拉汽车生产磷酸铁锂电池。（与此同时，大众汽车持有中国磷酸铁锂制造商国轩高科的大量股份。）这些电池制造商并没有放慢脚步：一月份，宁德时代和深圳动力与中国当地一个省份签署了一项协议，将在三年内耗资2.8亿美元建造一座磷酸铁锂阴极工厂。</blockquote> The LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.<blockquote>行业分析师Skill解释说，磷酸铁锂专利将于2022年到期，这可能会让中国以外的电池制造商有时间开始将部分生产转向铁基配方。然而，欧洲和北美所有计划中的电池工厂（其中许多是与LG化学或SK Innovation等韩国行业巨头的合资企业）仍然专注于镍基化学品。</blockquote> “For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”<blockquote>“为了让美国利用磷酸铁锂的优势，北美制造是必要的，”Jaffe解释道。“如今，在美国建造超级工厂的每个人都计划生产高镍化学品。对本地制造的磷酸铁锂电池的需求巨大，尚未得到满足。”</blockquote> Rawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)<blockquote>Rawles表示，他预计未来几年北美和欧洲将出现一些LFP产能，特别是在专利到期后。他指出，宁德时代和另一家电池制造商SVOLT都一直在德国采取行动，但这两家公司都是中国公司，这就留下了其他亚洲或西方公司能否在磷酸铁锂市场竞争的问题。（Stellantis选择SVOLT作为2025年起的电池供应商之一。）</blockquote> On the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”<blockquote>在储能方面，Jaffe表示，他认为“大多数固定式储能系统最终都将是LFP，这是不可避免的。”</blockquote> However, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.<blockquote>然而，美国国内制造业并没有失去一切。“建设本地磷酸铁锂制造的好消息是供应链很简单：除了锂之外，还有铁和磷酸，这两种廉价材料已经在美国大量生产，”Jaffe补充道。</blockquote> In the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.<blockquote>最终，这不是一种电池化学性质与另一种电池化学性质的问题。更有可能的是我们已经开始从包括特斯拉在内的汽车制造商那里看到的情况：铁基电池将主要用于入门级和更便宜的汽车，而镍基电池将用于更高端和高性能的汽车。许多消费者可能会满足于续航里程为200至250英里的车辆，这种车辆比续航里程为300至350英里的车辆便宜数千美元。</blockquote> Automakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.<blockquote>汽车制造商也开始采取措施控制电池供应，无论是通过垂直制造还是与老牌电池公司合资。这意味着北美和欧洲磷酸铁锂产能的增长不仅是可能的，而且是不可避免的。</blockquote>\n<div class=\"bt-text\">\n\n\n 来源：<a href=\"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html\">finance.yahoo</a>\n为提升您的阅读体验，我们对本页面进行了排版优化\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"https://finance.yahoo.com/news/tesla-bet-iron-based-batteries-143934016.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1191251432","content_text":"Elon Musk earlier this week made his most bullish statements yet on iron-based batteries, noting that Tesla is making a “long-term shift” toward older, cheaper lithium-iron-phosphate (LFP) cells in its energy storage products and some entry-level EVs.\nThe Tesla CEO mused that the company's batteries may eventually be roughly two-thirds iron-based and one-third nickel-based across its products. “And this is actually good because there’s plenty of iron in the world,” he added.\nMusk's comments reflect a change that is already underway within the automotive sector, mainly in China. Battery chemistries outside of China have been predominantly nickel-based -- specifically nickel-manganese-cobalt (NMC) and nickel-cobalt-aluminum (NCA). These newer chemistries have become attractive to automakers due to their higher energy density, letting original equipment manufacturers (OEMs) improve the range of their batteries.\nIf Musk's bullishness is heralding a genuine shift across the EV industry, the question is whether battery makers outside of China will be able to keep up.\nMusk is not the only automotive executive to signal a return to the LFP formula. Earlier this year, Ford CEO Jim Farley said the company would use LFP batteries in some commercial vehicles. Meanwhile, Volkswagen CEO Herbert Diess announced during the company’s inaugural battery day presentation that LFP would be used in some VW entry-level EVs.\nOn the energy storage front, Musk's comments about using LFP-based chemistries in Powerwall and Megapack are in line with other stationary energy storage companies pushing for iron-based formulas. “The stationary storage industry wants to move to LFP because it's cheaper,” Sam Jaffe, who heads the battery research firm Cairn Energy Research Advisors, told TechCrunch.\nLFP battery cells are attractive for a few different reasons. For one, they’re not dependent on ultra-scarce and price-volatile raw materials like cobalt and nickel. (Cobalt, which is predominantly sourced from the Democratic Republic of Congo, has undergone additional scrutiny due to inhumane mining conditions.) And while they are less energy-dense than nickel-based chemistries, LFP batteries are much cheaper. This is good news for those looking to spur the shift to electric vehicles because lowering the cost per vehicle will likely be key to greater EV adoption.\nMusk clearly sees a major future for iron-based chemistries at Tesla, and his comments have helped thrust LFP back into the spotlight. But there's one place where they've remained the star of the show: China.\nChina’s monopoly on LFP\n“LFP is pretty much only produced in China,” Caspar Rawles, head of price and data assessments at the research firm Benchmark Mineral Intelligence, explained in a recent interview with TechCrunch.\nChina’s dominance in LFP battery production in part relates to a series of key LFP patents, which are managed by a consortium of universities and research institutions. This consortium came to an agreement with Chinese battery makers a decade ago under which the manufacturers would not be charged a licensing fee providing that the LFP batteries were used only in Chinese markets.\nHence, China cornered the LFP market.\nBattery makers in China may benefit most from a potential tectonic shift toward LFP -- specifically BYD and CATL, the latter of which already manufactures LFP batteries for Tesla vehicles built and sold in China. (Volkswagen, meanwhile, has a substantial stake in Chinese LFP maker Gotion High-Tech.) These battery makers aren’t slowing down: In January, CATL and Shenzhen Dynanonic signed an agreement with a local Chinese province to build an LFP cathode plant at a cost of $280 million over three years.\nThe LFP patents are due to expire in 2022, industry analystRoskill explains, which could give battery manufacturers outside China time to start shifting some of their production toward iron-based formulas. However, all of the planned battery factories in Europe and North America, many of which are joint ventures with South Korean industry giants like LG Chem or SK Innovation, are still focused on nickel-based chemistries.\n“For the U.S. to take advantage of LFP's strengths, North American manufacturing will be necessary,” Jaffe explained. “Everyone building a gigafactory in the U.S. today is planning on making high nickel chemistries. There's an enormous unmet need for locally manufactured LFP batteries.”\nRawles said he expects some LFP capacity in North America and Europe in the coming years, particularly after the patents expire. He pointed out that both CATL and SVOLT, another battery maker, have been making moves in Germany -- but both of these companies are Chinese, which leaves open the question of whether other Asian or Western companies can compete in the LFP market. (Stellantis chose SVOLT as one of its battery suppliers from 2025 onwards.)\nOn the energy storage front, Jaffe said he thinks “it's inevitable that most stationary storage systems will eventually be LFP.”\nHowever, not all is lost for domestic manufacturing in the United States. “The good news for building local LFP manufacturing is that the supply chain is simple: Outside of lithium, it's iron and phosphoric acid, two cheap materials already made [in the U.S.] in large quantities,” Jaffe added.\nIn the end, it is not a question of one battery chemistry versus another. What’s more likely is what we’ve already started to see from automakers, including Tesla: Iron-based batteries will be used predominately in entry-level and cheaper vehicles, while nickel-based cells will be used for higher-end and performance cars. Many consumers will likely be content with a 200- to 250-mile-range vehicle that's thousands of dollars cheaper than one with a range of 300 to 350 miles.\nAutomakers have also begun making moves to take control of the battery supply, whether through vertical manufacturing or joint ventures with established battery companies. That means that growing LFP capacity in North America and Europe is not only likely, but inevitable.","news_type":1,"symbols_score_info":{"TSLA":0.9}},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":5364612,"gmtCreate":1627524685464,"gmtModify":1635219061354,"authorId":3585817193010025,"author":{"id":3585817193010025,"idStr":"3585817193010025","authorId":3585817193010025,"name":"DavJunRong","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":11,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":801540461,"type":1,"supId":0,"prevId":0,"content":"yo","text":"yo","html":"yo"}],"langContent":"EN"}],"hasMoreComments":true,"newsSizeData":{"likeSize":78,"commentSize":8,"repostSize":0,"favoriteSize":0,"likeStatus":false,"favoriteStatus":false},"isCrawlerRequest":true}