1、Lithium-ion battery repair On the development of repair lines and the challenges of the circular battery economy using the example of the Battery Repair Center in Hoyerswerda,GermanyWhite paperContentsWhy repair electric vehicle batteries?Reasons and goals 41.New EU Batteries Regulation forces manuf

2、acturers to act 42.Reduce CO2 footprint and conserve resources 53.Cost and profitability 54.Challenges for OEMs and battery manufacturers 6Carrying out battery repairs 71.Modular battery design as a prerequisite for repair&reuse 72.Fault analysis 83.Repair 94.Documentation 10Safety requirements for

3、the repair of high-voltage batteries 111.Hazards when handling electric vehicle batteries 112.Safe storage 123.Special requirements for the building infrastructure 124.Employee training and safety 125.Personal protective equipment(PPE)and work organization 136.Special certifications IATF 16949 14Dev

4、eloping a repair&reuse strategy 151.Developing a service structure 152.Industrializing the repair of EV batteries 16Electric vehicle battery repair at the BRC in Hoyerswerda 18Authors 19Sources 19Contact 203Why repair electric vehicle batteries?Reasons and goalsAs the energy transition progresses an

5、d the countries of the European Union make a clear commitment to the accelerated switch to electric vehicles,almost all vehicle manufacturers in the world are offering a wide range of fully electric and hybrid vehicle models.The ADACs(General German Automobile Association)market overview 04/2023 lis

6、ts 120 model series from 48 manufacturers and brands.Taking into account the model versions with different bodies,battery sizes and drive outputs,there are more than 260 models in total.01 In Germany alone,around 470,000 all-electric cars were registered in 2022,02 and in the European Union as a who

7、le,there were over 700,000 new registrations in the first half of 2023.03 Although the market shares of electric cars in European countries vary considerably in some cases,from around 40 percent in Sweden to 17 percent in Germany and 2 percent in Croatia,04 the EUs declared goal to ban the sale of n

8、ew diesel and gasoline cars in the EU from 2035 clearly indicates the trend.All electric vehicle manufacturers are therefore faced with the question of how to deal with batteries during their life cycle.The issue is not yet a priority,but with the expected increase in the number of electric vehicles

9、 on the roads by 2030 and the resulting rise in the number of electric vehicle batteries in circulation,it is becoming increasingly urgent.1.New EU Batteries Regulation forces manufacturers to actWith the new EU Batteries Regulation(BATT2),which came into force in August 2023,the European Union is e

10、mphasizing its request for a circular battery econ-omy.From 2024,this will gradually force vehicle and battery manufacturers to reduce the CO2 footprint of batteries.Among other things,this will be achieved by extending the service life of the battery through repair and reuse and by increasing the p

11、roportion of recycled raw materials used in battery production.New registrations of electric cars in Germany until September 2023(source:Statista)Number of electric cars500,000400,000300,000200,000100,00002003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

12、2022 2023(JanSep)42.Reduce CO2 footprint and conserve resources In line with the circular objectives of the European Green Deal,the new Batteries Regulation is the first European legislation to take a full life cycle approach.The aim is to improve the circular economy,resource utilization and effici

13、ency as well as the life cycle of batteries in terms of climate neutrality and environmental protection.This is also associated with a continuous duty of documentation over the entire life cycle of each battery(battery passport).In future,batteries must comply with values for the CO2 footprint that

14、are below the specified maximum value over their entire life cycle.For traction batteries,i.e.,batteries used to power electric motors,this is expected to apply as early as 2027.05 The repair and reuse of batteries can make a significant contribution to this,as the CO2 footprint associated with batt

15、ery production is significantly reduced compared to new batteries.06At the same time,the EU wants to become less depen-dent on raw material imports with the new regulation and the rules on recycled content it contains.For traction batteries with a capacity of more than 2 kWh,it will be mandatory to

16、specify the recycled content from 2025,before binding targets are expected to take effect from 2030.For example,this applies to cobalt,lithium and nickel,for which recycled battery contents of 12 percent for nickel and 10 percent for lithium are targeted by 2035.073.Cost and profitabilityThe repair

17、and reuse of used electric vehicle batter-ies also make sense from an economic perspective.OEMs offer average warranty periods of five to eight years or 160,000 to 200,000 kilometers on traction batteries,depending on the vehicle and battery type.The batterys state of health must remain above 7080 p

18、ercent for this period.08 If the battery shows signs of damage within the warranty period,5the manufacturer is obliged to repair or replace it.However,replacing the battery with a new one is cost intensive.Depending on the model,the battery represents up to 50 percent of the total value of a vehicle

19、.The cost of transporting and repairing a battery,on the other hand,is 30 to 50 percent less than the batterys value when new.Compared to a complete replacement,this offers enormous savings potential in most cases,as does reuse when looking at the manufacturing costs:the materials used account for 6

20、0 to 70 percent of the total cell costs.In addition,costs are expected to rise,especially for nickel,due to the growing demand.In order to mitigate raw mate-rial shortages and reduce costs,reusing the battery in a new function and ultimately recycling it plays a relevant role.4.Challenges for OEMs a

21、nd battery manufacturersThe repair&reuse rate for electric vehicle batteries must be increased in the medium to short term for sustainability and cost reasons.The aim is to reduce costs for vehicle manufacturers and end customers while satisfying the growing demand for reuse in the area of energy st

22、orage systems(ESS).09 This is also in line with customer expectations.There is a need for action in the short term in the area of warranty.All manufacturers must establish func-tioning service concepts and repair lines for batteries,as the number of batteries put into circulation is cur-rently risin

23、g sharply.This means that warranty claims will become more frequent in the coming years and manufacturers will be faced with a growing number of batteries in need of repair with the associated costs.Currently,extensive experience and defined standards for setting up and operating battery repair line

24、s do not exist due to the still young electric vehicle(EV)market.It is also still unclear who will be responsible for the collection,reuse and recycling of EV batteries and how this should be organized.Centralized and decentralized structures are under discussion here.Service time is an important fa

25、ctor when it comes to repairs:defective batteries should generally not take longer than 72 hours to repair to avoid the vehicle having to stay in the repair shop for too long.As a neutral service specialist,Leadec has had experience in dealing with high-voltage batteries since 2019 and has been perf

26、orming a wide range of services on them ever since.In addition to operating a Battery Repair Center(BRC),this also includes the pre-assembly of battery parts and components as well as the disassembly and dismantling of old batteries of various manufacturers and types.In addition,functional used modu

27、les are stored for later use in second-life energy storage devices(reuse).From this experience,key points can be derived that are decisive for the successful establishment and operation of repair lines and from which future standards can be developed.What these are and where there is still a need fo

28、r action in the future is described below.6Carrying out battery repairs 1.Modular battery design as a prerequisite for repair&reuseThe central components of a high-voltage lithium-ion battery are the housing with upper and lower part,mechanical screw and plug connections,the electron-ics consisting

29、of the battery management system(BMS),the cell supervision circuit(CSC)and other electrical sensors and components as well as the actual modules with the lithium-ion cells.In addition,there is a battery disconnect pyro fuse.The high-voltage battery systems,also known as battery packs,are made up of

30、several modules,each of which comprises several lithium-ion cells.The cells form the smallest unit of the battery pack.They consist of the anode and cathode,separators and electrolyte and store the energy.Several cells together form modules.They are put into frames,combined and connected to the batt

31、ery management system.Heat-dissipating insulation protects the cells in each module from overheating and also serves as fire protection for the neighboring modules.Finally,a battery pack combines several interconnected modules in one housing.The battery pack also contains heating systems for winter

32、use,a central high-voltage module,the battery management system master for controlling the battery cells at module level and a central cooling module.All parts of the battery system can be repaired in the event of a defect.The prerequisite for this is a modular design of the electric vehicle battery

33、,as currently used by most OEMs and called for by the EU.Repair is possible down to cell level.For economic reasons,however,some modules are only tested at module level and,in the event of cell damage,the module in question is completely replaced.Defective modules can also be repaired at cell level

34、at a later stage and thus reused.The repair is associated with a high level of respon-sibility both towards the employees repairing the batteries and towards the people who will use them in their vehicles.Modular design of a batteryBattery management systemCell supervision circuitBusbars and other l

35、ive partsBattery housing(upper part)Cell modules Battery housing(lower part)withcooling systemUnderbody protection 72.Fault analysisThe fault analysis and assessment of the cause take place in two stages.First,a visual inspection of the electric vehicle battery is carried out to detect exter-nal dam

36、age,coolant leaks or similar.If no external damage is visible,the complete fault diagnosis and analysis follow.The findings are compared with the fault log supplied by the vehicle repair shop and the battery manufacturers specifications.If there are any discrepancies,the next steps are agreed with t

37、he OEM.Both digital meters suitable for all battery types and diagnostic tools from battery manufacturers are used to obtain a complete fault pattern.The results are used to create battery-specific fault pattern catalogs,which are used for comparison in further analyses and which are continuously up

38、dated.A distinction is made between four damage modes:The data analysis shows that in the past,electrical and electronic faults accounted for the majority of repairs.However,it remains to be seen how the electrochemi-cal components i.e.,modules and cells will perform in the medium to long term.Leade

39、c currently has around 230 known battery-spe-cific fault patterns.Battery manufacturers and OEMs use the resulting know-how for the further develop-ment of future battery generations.During fault diagnosis,the battery can be analyzed down to cell level(voltage,current,capacity,tempera-ture).This dat

40、a can also be used to decide on further use in the vehicle or in second-life applications.A predictive recommendation to replace certain mod-ules that will soon reach their performance limits is also possible as part of the repair.This reduces the need for follow-up repairs.Once the cause of a fault

41、 has been identified,a decision on how to proceed can be made based on an efficiency check depending on the repair work required,the cost of spare parts and the modules state of health.As a rule,a state of health of at least 80 percent must be reached again for further use in the vehicle after the r

42、epair.If this is not the case,reuse applications remain.The use of EV batteries or modules as energy storage devices in the energy sector is well established,for example as intermedi-ate energy storage devices to compensate for grid fluctuations.Mechanical damageElectrical faultsElectronic or softwa

43、re faultsElectrochemical faults83.RepairThe Battery Repair Center in Hoyerswerda works with batteries of different vehicle types and classes.For some vehicle models,the BRC carries out the testing and repair of defective electric vehicle batteries centrally for the whole of Europe.After the visual i

44、nspection and fault diagnosis,the battery is opened,and the defective components are replaced.To do this,the coolant must first be drained and the corrosion protection on the screw connections of the cover must be removed.It is important to pre-vent moisture or other foreign bodies from entering the

45、 battery housing during the entire repair period.A visual inspection of all components is carried out again on the open electric vehicle battery,and the contactor,wiring and busbars are checked.Depend-ing on the result of the fault diagnosis,the defective components are then replaced,for example the

46、 BMS,current sensors or modules.Here,it is important to 9observe all vehicle-relevant registration regulations.Under certain circumstances,the vehicle may other-wise lose its operating license.Defective cells can be replaced at module or cell level,for both hard case and pouch cell types.To replace

47、the modules,the heat-conducting paste must first be removed from the cooling element or aluminum housing and then reapplied later.Cooling the battery down to 20 C simplifies removal.After replacing the defective components,all elec-trical connections are restored.Counting the tools before resealing

48、the housing cover is also mandatory to prevent foreign objects from accidentally remain-ing in the battery housing.The screws are put back on,and the housing is filled with coolant.The leak test is carried out by injecting forming gas followed by a probe test to reliably locate any leaks.If this tes

49、t is successful,the corrosion protection is applied to the screw connections and the battery undergoes the final end-of-line test before it is sent back to the vehicle repair shop.4.DocumentationThe entire repair process is fully documented for later traceability from delivery,fault diagnosis and re

50、pair to final inspection and dispatch.In view of the OEMs warranty conditions,it is important that every end customer receives their battery back and that it is not replaced,as is the case with an exchange system.A check is carried out during the goods carrier inspection in the receiving area to ens

51、ure that it is really the battery notified by the vehicle repair shop,and the further process is documented for end-to-end traceability.The BRC uses software developed by Leadec for this purpose.This software stores all relevant battery and test data for each repair.This includes the battery ID and

52、identified error codes,test logs and photos taken upon receipt and of all damage.At the same time,all defective and new parts are comprehensively docu-mented.The torque values of the screw connections and the results of the leak test are also included in the documentation.At the end of the repair pr

53、ocess,two specialists independently confirm with their signature that the final report has been checked for accuracy.In order to ensure maximum safety,the two-man rule applies throughout the entire repair process both in terms of quality and the high occupational safety requirements to protect emplo

54、yees.10Safety requirements forthe repair of high-voltage batteriesSafety is the top priority when handling electric vehi-cle batteries.This applies to structural requirements,fire protection and,last but not least,occupational and personal safety.In order to guarantee this safety at all times,high s

55、tandards must be met,and compli-ance must be ensured.1.Hazards when handling electric vehicle batteriesThe battery voltage of lithium-ion batteries for elec-tric vehicles is in the high-voltage range.High-volt-age systems with a DC voltage of around 400 volts currently predominate.The 800-volt stand

56、ard is expected to become established in the future due to lower power losses.10 In addition to Porsche,Audi and Hyundai,Renault and Ford as well as some Chinese car manufacturers are also involved in the 800-volt architecture.11 Other manufacturers such as Mercedes-Benz and VW have also announced m

57、odels with 800-volt batteries.In both cases,incorrect handling poses a high risk to life and limb.High-voltage training for all employees is therefore an important part of handling batteries in the receiving and shipping area as well as in storage.To this end,Leadec has developed its own training co

58、urse based on the VDE 0100 series of standards for electrical safety when installing low-voltage systems up to 1,500V DC.In addition,it must be ensured that the batteries are electronically and mechanically disabled upon delivery and that the load connections are mechanically locked.Electronic disab

59、ling is carried out by the batterys BMS,and the BMS is also disabled by the vehicle control system.On delivery,these safety-relevant require-ments are checked in the receiving area.At the same time,the special legal requirements for transportation,logistics and storage must be observed.In principle,

60、batteries that are moved are considered dangerous goods.Accordingly,the 11statutory provisions for handling hazardous goods(ADR)must be complied with.Additional requirements apply to defective batteries with an unclear state of charge.For example,if the BMS of a battery is no longer responsive so th

61、at the charge status cannot be determined,the battery must be transported in a special container.Additional regulations must also be observed for air or sea freight.In the case of air freight,for example,only a state of charge(SoC)of up to 30 percent is permitted.2.Safe storageThe EUs new Batteries

62、Regulation only provides vague guidelines for the safe storage of vehicle batteries in some cases.The storage of batteries is not clearly regulated and must be agreed with the responsible local and state authorities in each individual case.For the Hoyerswerda Battery Repair Center,approval was grant

63、ed by the municipality in coordination with the state authorities.A complete load carrier check in the receiving area is important for safe storage.Employees are instructed to observe all manufacturer specifications and to act in an ESD-compliant manner.In addition to a temperature measurement,the v

64、ehicle batteries are first checked for visible damage.If there is any damage,further steps are taken according to a defined emergency procedure.The load carrier is stored separately and checked.If the temperature exceeds 60 C,the fire department is also alerted to prevent a thermal runaway.A clear r

65、eporting chain for this is part of the Leadec fire protection concept,which was developed in close cooperation with fire protection and occupational safety experts.There are also special safety requirements in the warehouse,including for the arrangement and stacking height of the electric vehicle ba

66、tteries,which ensure quick accessibility in the event of a fire.In addition,the general fire protection regulations and the obligation to provide proof of the necessary certifications apply.As it is not possible to extinguish a battery,special cooling fire extinguishers for lithium-ion batteries are

67、 also available in the building.3.Special requirements for the building infrastructureThe BRC meets the highest safety standards for both storage and repair.For example,the battery repair shops have their own separate fire protection system.The ventilation system can be operated in an explo-sion-pro

68、of manner if required.In addition,the fire protection concept includes two escape routes,one of which leads directly to the outside,as well as a direct connection to the fire departments fire protection control center.The companys own extinguishing water reserve is 700 m3,and the fire alarm control

69、panel is located in the building directly adjacent to the BRC.A dedicated emergency power supply ensures that the entire shop floor continues to be supplied with power within 30 seconds,even in the event of a power failure.4.Employee training and safetyThe safety of our employees is our top priority

70、.For this reason,the BRC in Hoyerswerda only employs staff with a technical and safety background.All employees in the repair team are also trained as first aiders and fire safety assistants.12In addition,people working in the repair shop must have undergone special training:Further training as an e

71、lectrically trained person Working on live equipment training Appointment as qualified electrician for specified activities(batteries)Product training by OEMs Manufacturer-specific training by battery producersWith its expertise in battery pre-assembly,disassembly and repair,Leadec has developed the

72、 necessary internal standards and procedures for safe working in a battery production environment and for the safe handling of electric vehicle batteries.Among other things,this has resulted in the companys own high-voltage training and training as a qualified electrician for specified activities(ba

73、tteries).5.Personal protective equipment(PPE)and work organizationIn addition to a trained and concentrated way of working in the battery repair environment,the right PPE is of crucial importance for occupational safety.Among other things,all employees are equipped with safety helmets with darkened

74、visors.To protect against electric arcs,they must meet the requirements for electrical work.In addition,wearing antistatic electrical protective clothing of at least Class 2(test level 320 kJ)is mandatory.Leadecs own cleaning of the protective clothing guarantees that the protective function is perm

75、anently maintained.In addition,Latex gloves are used on the hands to protect against electrolyte leakage from damaged cells there is a risk of chemical burns here.Special gloves that provide electrical shock protection are used for direct repair work,which,like the clothing,also comply with Class 2.

76、13 CERTIFICATE The Certification Body of TV SD Management Service GmbH certifies that Leadec FM BV&Co.KG Hoyerswerda Nardter Weg 2 02977 Hoyerswerda Germany has established and applies a Quality Management System for Assembly and repair of batteries and related components(without Product Design as p

77、er Chapter 8.3).An audit was performed and has furnished proof that the requirements according to IATF 16949 First Edition 2016-10-01 are fulfilled.Issue date:2023-05-16 Expiry date:2026-05-15 Certificate Registration No.:12 111 65810 TMS IATF Certificate No.:0474440/IATF USI:L2XXFS Head of Certific

78、ation Body Munich,2023-05-16 Page 1 of 1 Although this protective equipment serves to protect employees,wearing it for long periods of time can have burdens on the workers.Work assignments should therefore be limited in time with additional breaks.In order to avoid fatigue and lack of concentration

79、and thus ensure both safety and the quality of the repair,additional work rules also apply at the Hoy-erswerda BRC.For example,at least two people must always be present when repairing batteries.All work is carried out according to the two-man rule.The use of cordless screwdrivers has been dispensed

80、 with in favor of manual ratchets.According to the employees themselves,this increases concentration.6.Special certifications IATF16949The Hoyerswerda Battery Repair Center is certified to IATF 16949 the worlds leading quality standard in the automotive industry.The certified management system combi

81、nes a series of quality standards of vehicle manufacturers and original equipment man-ufacturers(OEMs)in one automotive certification.This confirms the high quality and safety standards of the Hoyerswerda BRC and its battery repair line.Certification of the BRC in accordance with ISO 9001 is mandato

82、ry.14Developing a repair&reuse strategy1.Developing a service structure The successful establishment of the Hoyerswerda Battery Repair Center and the experience gained over the past few years,including in the pre-assembly and dismantling of batteries,demonstrate the cost-effectiveness of battery rep

83、airs.The prerequisite for this is a modular battery design,as practiced by most manufacturers and called for by the EU.In the case of warranty claims,repairs can reduce costs by 30 to 50 percent compared to new batteries,depend-ing on the model.In addition,a functioning repair infrastructure must al

84、so be established with regard to the declared goals in environmental and resource protection and with a view to the availability of batteries in the coming years.The new EU Batteries Regulation requires manufac-turers to increase the repair&reuse rates.In order to achieve this,a decision on the serv

85、ice structure must be made as quickly as possible.Will repairs be carried out on a model-specific basis or across models,centrally or decentrally,nationally or inter-nationally,by the OEM,the battery manufacturer or a service partner?1.Reduce3.Recycle2.Reuse1Raw materials/components6Hydro-metallurgy

86、5Mechani-calprocesses4Reuse3Refurbishment2ProductionThe material cycle of a batteryThe aim is to improve resource utilization and efficiency as well as the battery life cycle in terms of climate neutrality and environmental protection.15These issues need to be clarified in the short to medium term.I

87、n the short term,there is a need for action to set up a service structure for defective batteries under warranty;in the medium term,the number of older batteries that need to be tested,repaired and refurbished for reuse applications will increase.But politicians are also called upon once again.The E

88、U has made a start with the circular battery economy approach.Now the details need to be clarified and standards regarding transportation,storage and the training of specialists need to be defined.The experience and processes of the BRC in Hoyerswerda in handling electric vehicle batteries can be us

89、ed and standardized.2.Industrializing the repair of EV batteriesIn order to make battery repair economical,it must become even more industrialized in the future.This will be accompanied by the establishment of manu-facturer-independent centers where repair and other work on the battery will be carri

90、ed out.The scope extends to pre-shredding before the battery is fed into the recycling process at the end of the life cycle.We see our contribution in our technical expertise,with which we can support battery manufacturers and OEMs in various ways in the field of battery repair.The advantage of the

91、pilot plant in Hoyerswerda is its scalability:the BRC has both the space and the expertise required to process larger quantities and also larger batteries,for example from electric trucks,at short notice.We also see a potential field of activity in the repair of older modules down to cell level for

92、the growing reuse sector.Further considerations include a flying field service by Leadec at customer sites.In this case,the high-voltage batteries do not have to be sent to the Battery Repair Center.Instead,a team of Leadec experts will carry out the repair directly on site.In addition to saving tim

93、e,the advantage for customers is flexible access to qualified personnel for these activities provided by a service specialist.What sets us apart is our process expertise from the automotive industry and our knowledge of pro-duction and maintenance.Leadec covers the entire battery value chain with it

94、s services:from planning,optimization and maintenance of the cell,battery or electric vehicle factory to peripheral logistics,charging infrastructure and repair or dismantling of defective batteries.We are happy to make this knowledge available when setting up and developing a repair&reuse strategy.

95、16First use/charging infrastructure Mechanical and electrical installation Commissioning Maintenance Battery pack system Rollout concepts and implementation Pre-assembly,quality inspection and logistics Automation and operation of the assembly system Maintenance of module and pack linesVehicle assem

96、bly Planning and installation Integrated spare parts management Maintenance of the assembly lines Technical servicesReuse and recycling Battery repair Quality control and rework Second life as energy storage device Pre-shredding servicesBattery cell production Planning of the factory or assembly lin

97、e Simulation of material flow and process optimization Facility management Offshore CE certificationServices for the entire battery value chain17Electric vehicle battery repair at the Hoyerswerda BRCLeadecs Battery Repair Center in Hoyerswerda has been repairing electric vehicle batteries of electri

98、c vans for an automobile manufacturer since Septem-ber 2022.The defective batteries are delivered to Hoyerswerda from all over Europe.Once the battery has been collected from the vehicle repair shop,the Leadec team has a maximum of 72 hours for incoming goods inspection,fault diag-nosis,repair,end-o

99、f-line testing and return transport.Complete documentation ensures that every vehicle owner receives their exact battery back.The battery is not only the most expensive compo-nent of an electric drive but also the most resource intensive.With the repair,the automobile manufacturer and Leadec are mak

100、ing a significant contribution to greater sustainability and resource conservation.In 2019,Leadec started to set up the expert center for new battery-related services in Hoyerswerda.The team provides services such as pre-assembly,repair and dismantling,including logistics and storage.The BRC also ha

101、s a climate chamber for large batteries.The battery repair line was set up in just 12 weeks in 2022.This was made possible by the combined expertise of the Leadec service areas of industry,line planning,production setup and maintenance with everyone involved breaking new ground and successfully pool

102、ing their knowledge.18AuthorsGunnar Grohmann,Team Leader Battery Technology,LeadecAlexander Dbelin,Vice President E-Mobility Global Business Development,LeadecDr.Christoph Jaschinski,Senior Vice President Global Business Development,Leadec 1st edition,November 2023Sources01.ADAC-Marktbersicht Elektr

103、oautos 04/2023:Die komplette bersicht aktueller E-Autos|ADAC02.Statista,Zulassungszahlen von Elektroautos 2023|Statista,2023-11-0203.Statista,Elektroautos Verkufe in Lndern Europas 2023|Statista,2023-07-1904.ACEA European Automobile Manufacturers Association:New car registrations,2023-06-2105.Batter

104、iegesetz.de:Die neue EU-Batterie-verordnung 2023(BATT2),2023-07-2806.Fraunhofer ISI,Batterien fr Elektroautos:Faktencheck und Handlungsbedarf,2020,p.2107.PEM,RWTH Aachen University,BATTERY MONITOR 2022,p.708.PEM,RWTH Aachen University,BATTERY MONITOR 2022,p.2709.Fraunhofer ISI,Batterien fr Elektroau

105、tos:Faktencheck und Handlungsbedarf,2020,p.2210.Generation Strom Der Blog und Podcast zur Elektromobilitt:800V Wofr man die doppelte Spannung braucht,2019-09-0411.Automobilwoche:800-Volt-Technik wird in Volumenfahrzeugen eingesetzt,2023-05-1919Leadec Holding BV&Co.KGMeitnerstrae 1170563 Stuttgart,Ge

106、rmanyPhone+49 711 7841 0infoleadec-About LeadecLeadec is the leading global service specialist for factories across their entire life cycle and related infrastructure.The company,which is headquartered in Stuttgart,employs about 22,000 people worldwide.In 2022 Leadec earned sales of more than EUR 1.

107、1 billion.Leadec has been supporting its customers along the entire production supply chain for more than 60 years and is based at more than 300 sites,often directly at the customers plants and facilities.Leadecs global services comprise:Engineer(Production Planning&Optimization,Automation and Produ

108、ction IT),Install(Electrical Installation,Mechanical Installation and Relocation),Maintain(Production Equipment Maintenance and Technical Cleaning),Support(Technical Facility Management,Infrastructural Facility Management and Logistics)as well as other local services.The Leadec.os digital business platform is used to record all processes end-to-end and integrate further digital services.www.leadec-