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Xpeng P7 and GAC Aion LX battery system comparison


Today’s article has finished the content of Xiaopeng’s P7 battery system. In fact, this battery system can be compared with the two systems of GAC’s Aion X, especially on the MEB platform. The follow-up 590 series modules are popular in China. After getting up, we can have an in-depth understanding of the characteristics of this series. Both programs have the following characteristics:

The main scheme layout is designed with a 590-length square shell cell module. The heights are different. The taller GAC Aion X retains the energy; the shorter P7 smoothly adapts to the needs of the car (sports car), at lower energy Provides reasonable cruising range under density

Both schemes use the soft-package point B scheme, and use the 50Ah benchmark to make 4 cells in parallel, which can achieve a certain degree of low-profile version.This is basically a transition. If the soft-packed cells of the subsequent 590 modules are replaced, there will be more potential suppliers who can provide standard module solutions.

Drivers of the EE architecture of various OEMs

Figure 1 Comparison of the two platforms

01 The battery system of Xiaopeng P7

Let’s first talk about the Xiaopeng P7 solution, as shown in the following table:

Table 1 Scheme of Xiaopeng P7

Therefore, we can make a comparison with the cells of Aion LX based on this information, as shown in the figure below, that is to say, if the height difference of the cells is 18mm, the height of the module can be reduced to about 92mm, and the height of the entire pack is lowered.

Figure 2 Cells and modules of Aion LX

If the basic structure of the two battery systems is opened, and the Pack system with such an arrangement is used, the overall internal difference will not be very large, as shown in the following figure:

1) Due to the difference in the layout space of the modules, Xiaopeng’s electrical engineers chose to leave little space for the electrical layout, and all the power distribution and battery management systems were arranged in the rear row, that is, a protruding piece appeared in the rear area. Area

2) GAC’s Aion LX is flat as a whole, so we chose to design a relatively large area for the electrical system, which is similar to the layout of the 12 modules in the MEB.

Figure 3 The internal arrangement of two 590*225 modules with different heights

3) So take these two systems, and then review the design considerations of MEB at that time, this one is compatible with different types (soft pack & square shell), highly scalable, and the scalable configuration of the entire module is implemented earlier here.

Figure 4 Different configurations and options of batteries defined in the early MEB

02 Comparison of achieved results

The final result is shown in the figure below. The flagship version of Aion LX has reached 93kWh, and the battery life is divided into 600km and 650km; In this sense, in 2020, 70kWh will provide about 500 kilometers, and the battery will be added to 80kWh to provide 600 kilometers of battery life. Here, the car will be more affordable due to the characteristics of energy consumption. The SUV may need to change the shape and provide the appropriate mileage, but this year 2020 is the main selling point of 600 kilometers. We can see the highest 77kWh version provided by MEB, and then promote it on ID3 and ID4. The total mileage may still be some distance from the current two cars. In terms of energy supply, we see that this is the ultimate in the short term. .

Figure 5 Comparison of the cruising range of the two cars

Summary: I think that as the issue of available energy reaches a certain balance in 2020, the main concern of car companies is the competition for fast charging capabilities after the upgrade of charging facilities driven by new infrastructure. Considering the design based on the 590, the resulting cost difference is not large. Each company still needs to have such a set of plans, and the public’s ability is still relatively large.