Mr. Juraschek, was BMW delayed off a symbol with electric mobility?
Juraschek: No, positively not. The BMW Group actually
played a pioneering purpose with BMW i. Today we are a premium
manufacturer charity a widest operation of battery electric vehicles
and plug-in hybrids. We now furnish a following electrified
models: a BMW i3 (third indication expansion with 120 Ah) , BMW i3s, BMW
i8 Coupe, BMW i8 Roadster, BMW 740e, BMW 740Le, BMW 530e, BMW 225xe
Active Tourer, MINI Cooper S E Countryman ALL4 and, in China, a BMW
X1 xDrive25Le. Plus, we have also announced new plug-in hybrid
variants of a 3 Series Sedan and BMW X5 for 2019 following the
attainment of new indication generations. This series is set to grow to at
slightest 13 plug-in hybrid models by 2025. Adding these to a wide
preference of all-electric cars – whose operation is due to increase
almost subsequent year incidentally – will move a portfolio of
electrified vehicles to during slightest 25.
Sales surfaced a 100,000 symbol final year and will have grown by around
50% this year.
Is a BMW Group prepared if electric mobility starts to
accumulate movement during an even larger gait in future?
Juraschek: The BMW Group is already building its
fifth era of electric expostulate systems, definition that it has
combined an glorious substructure for a future. This latest generation
will go into use as shortly as 2020 in a BMW iX3.
A essential advantage of this fifth-generation complement is that the
electric motor, delivery and appetite wiring now form a single,
rarely integrated electric expostulate component. This intensely compact
section takes adult distant rebate space than a 3 detached components used
in preceding generations. Its modular construction means that it is
scalable, too, permitting it to be mutated to fit all sorts of
opposite designation spaces and appetite requirements. The BMW Group
will start to fit a subsequent era of battery cells in a new,
scalable and even some-more absolute car batteries alongside the
introduction of a new electric expostulate components. The modular
“building block” judgment will concede a new batteries to be
incorporated flexibly into any car architecture. Another highly
integrated member will be combined to a portfolio in a form of a
DC/DC horse unit.
So how will it all work?
Juraschek: On a one hand, we will have flexible
car architectures and, on a other, a scalable and modular
building blocks for a electric expostulate systems. This will move about
a durability boost in flexibility. In future, we will be means to
quickly confirm that models we are going to supply with what brew of
all-electric drive, plug-in hybrid expostulate or unusually efficient
explosion engines. This will let us partially or entirely electrify each
indication in suitability with marketplace demand, formulating a basement for the
mass-market introduction of pristine battery electric vehicles in a future.
Don’t we cruise there is a risk of not being means to obtain
a required quantities of tender materials once battery electric
vehicles start to be constructed in vast numbers?
Juraschek: We do not see any supply risks, even in
a eventuality of flourishing direct for battery cells. My colleagues in
Purchasing have cumulative a arguable supply with long-term contracts. We
have also built adult in-house battery dungeon imagination over a march of
corner projects with general partners via a value chain.
This is used to safeguard entrance to a record and to safeguard
supplies. At a same time, we are also endeavouring to gradually
reduce a suit of vicious tender materials that are used. For
example, one of a pivotal objectives of a investigate and development
activities is to move about a estimable rebate in a proportion
of cobalt in battery cells.
The electric engine in a fifth-generation electric powertrain is
another painting of this, as it is totally giveaway of singular earths.
Staying on a theme of battery cells: Some well-known
competitors of yours are contracting turn cells or tote cells. Why
are we regulating kaleidoscopic cells?
Juraschek: The kaleidoscopic tough box arrangement makes
a battery modules some-more suitable for automation by increasing
a turn of automation during procedure assembly. Besides this, safety
systems such as a reserve valve for shutting down a dungeon in a event
of a brief circuit can be integrated some-more easily. It also allows us to
grasp a aloft make-up density, definition that best use can be made
of a designation space in a vehicle.
Battery dungeon manufacturers in China, Japan and Korea have been
investing huge sums of income in dungeon growth and future
battery technologies for years now. Is it still probable to locate up
with them, both technologically and economically?
Juraschek: We don’t cruise any of a competitors
to reason an advantage over us when it comes to a battery technology.
When all a characteristics are noticed together, a battery
record is on a standard with or higher to a competition’s,
depending on how we demeanour during it. We have been traffic with a issue
of battery cells given 2008 and are in a clever position currently thanks,
among other things, to an general network of collaborations. For
us, it is critical to continue to enhance a in-house imagination and
keep advancing battery dungeon technology. What’s more, building battery
dungeon prototypes and producing tiny batches enables us to fully
analyse a prolongation processes and acquire build-to-print
capabilities. In this way, we can yield complement suppliers with exact
instructions formed on BMW Group specifications, from material
preference by to dungeon production.
So because don’t we furnish a battery cells yourselves?
Juraschek: In a BMW Group’s view, producing the
cells would not give us a rival advantage, possibly now or in
years to come. We make electrical components ourselves, regulating our
in-house prolongation facilities, whenever we cruise there is an
advantage to be gained from it, as is a box with a electric
powertrain. That’s because we use granted battery cells to furnish the
modules ourselves, before branch them into finish high-voltage batteries.
Is it unequivocally value doing that? Surely we could buy the
electric engine from a retailer instead?
Juraschek: When a growth skeleton for a BMW i3
became tangible, there wasn’t a singular electric engine on a market
that would have met all a criteria. And currently we are still only as
reluctant to make any compromises when it comes to pivotal performance
characteristics, such as space requirements, outlay and weight. Drive
systems have always been an area that has set a BMW Group detached from
a competition. And accurately a same relates to electric expostulate systems.
All electric motors are fundamentally a same, though. Can
business unequivocally notice a difference?
Juraschek: The patron might not be means to identify
any evil of an electric motor, though a significant
disproportion does turn apparent in head-to-head comparisons. Probably
a many apparent thing that a patron will notice is a speed up
to that a engine can means a performance. A some-more surreptitious effect
is that a vehicle’s operation will dump faster if a electric motor
operates rebate efficiently.
The BMW Group is operative together with Northvolt and Umicore.
Why is that exactly?
Juraschek: The pattern is to settle a closed
lifecycle loop for tolerable battery cells in Europe. This starts
with a recyclable dungeon pattern and continues with a prolongation process
that especially uses renewable energies. The battery cells should first
do their primary purpose in cars for as prolonged as possible. Once
their lifecycle there comes to an end, they could potentially be used
in still appetite storage devices. Finally, a battery dungeon is
recycled and a tender materials reused, completing a loop.
And what are a tasks over by any of a 3 partners?
Juraschek: The BMW Group is focusing on cell
development, Northvolt is building a dungeon prolongation trickery in
Sweden and Umicore is a materials cycle and recycling expert.
BMW had already come adult with some developments for materials
recycling. What do we now design to grasp by fasten army with Umicore?
Juraschek: Yes, both partners are embarking on this
plan with their possess elemental developments. We are working
together with Umicore on a growth of recyclable cell/battery
record that is afterwards followed by a tolerable prolongation process.
At a after stage, vast quantities of element will, of course, be fed
behind into a loop for recycling. Before this happens, however, I
predict a prolonged proviso of primary use in vehicles followed by
second-life use in still storage devices.
How does this delegate use work exactly?
Juraschek: As distant as a BMW Group is concerned,
contracting used batteries as still appetite storage inclination is a
judicious step towards holistic sustainability. The use of stationary
appetite storage inclination is set to benefit severely in significance with the
ongoing appetite revolution. At times when over-abundance electrical appetite is
generated from renewable sources, it can be stored in these stationary
devices. And during durations of low electricity generation, a storage
device can afterwards recover a amassed power. We have already
successfully implemented this form of appetite grid stabilisation with
used batteries from BMW i3 and MINI E prototypes as partial of joint
growth projects with partners such as Vattenfall, Bosch and
NextEra. The appetite storage plantation during BMW Group Plant Leipzig, which
binds a sum of 700 BMW i3 batteries, is one instance of how
essential use can be done of batteries during a finish of their service
life in vehicles by giving them a second life as partial of a sustainable
appetite model. This demonstrates once again how a sustainability
judgment during BMW i extends distant over a vehicle.