Hersteller von Batterien für Elektroautos haben einen potenziellen neuen Absatzmarkt für sich entdeckt: die zivile Luftfahrt. Das schwedische Unternehmen Northvolt hat mit seiner kalifornischen Tochterfirma Cuberg eine Akkutechnologie entwickelt, die den Preis für eine geflogene Meile um mehr als das Fünffache reduzieren soll. Das teilte das Management beider Firmen dem Handelsblatt mit.„Wenn man eine Strecke, die mit dem Helikopter heute 1000 Euro kostet, künftig per Flugtaxi für 200 Euro zurücklegen kann, kommt man in einen sehr wettbewerbsfähigen Bereich“, sagt Northvolt-Chef Peter Carlsson. Genau daran arbeite seine Firma. Zu den größten Anteilseignern von Northvolt zählen der Volkswagen-Konzern und Goldman Sachs.
Derzeit sucht Cuberg nach einer Fabrik, aus der das Unternehmen ab 2026 Batterien mit einer Fertigungskapazität von mehreren Hundert Megawatt produzieren will. „Die ersten Kunden könnten wir dann 2027 bedienen“, sagt Richard Wang, Gründer und Chef der Northvolt-Tochter. Am längsten dauere die Zulassung bei den Luftfahrtbehörden.
CATL und Amprius haben bereits Hochleistungsakkus angekündigt
Northvolt und Cuberg sind nicht die einzigen Batterieunternehmen, die derzeit an Super-Akkus für den Flugverkehr arbeiten. Bereits auf der Automesse in Shanghai Mitte April stellte der weltgrößte Batteriezellfertiger CATL einen Feststoff-Akku vor, mit dem sich elektrische Flugzeuge antreiben lassen sollen.
Kurz davor hatte auch das US-Unternehmen Amprius Technologies die Produktion von Batteriezellen mit einer Energiedichte von 500 Wattstunden pro Kilogramm angekündigt. Heutige Hochleistungsakkus in Autos kommen auf etwa die Hälfte dieser Leistungsfähigkeit.
>> Also read: CATL and Amprius – is the dream of electric flying getting closer now?
For aviation, the energy density of a battery is by far the most important indicator. Because every kilogram of battery weight cannot be used for passengers or transported cargo. According to Wang, Cuberg batteries are already being developed to have an energy density of 400 watt hours per kilogram.
The manager explains that the aim is to reach 450 watt hours by the time production starts on a larger scale. Then you can compete with the batteries from CATL or Amprius.
The Cuberg battery is an evolution of the popular lithium-ion pouch batteries found in many electric cars today. What makes the difference: In order to achieve a higher energy density, Cuberg uses a lighter metal for the anode than the graphite commonly used today. This also changes the composition of the electrolytes used.
Northvolt Cuberg battery
Thanks to its high energy density, the battery can be used in aircraft.
(Photo: Cuberg)
Applications for the new batteries should primarily be air taxis, but also electrically operated propeller planes for four to nine people, which could fly up to 400 kilometers. With a hybrid aircraft that runs not only on a battery pack but also on conventional fuel, significantly greater distances are possible for up to 40 passengers, explains Wang,
The Cuberg boss speaks of a “renaissance for all the small regional airports in the world”. It has secured several major customers for both ground and flight testing and hopes to announce names shortly, he explains.
Northvolt subsidiary Cuberg: First customer agreement concluded with racing car manufacturer
Northvolt bought the Californian start-up Cuberg in 2021 to advance work on next-generation battery cells. Most of the employees at the technology spin-off from the renowned Stanford University used to work for air taxi companies, says founder Wang. “We have the industry know-how right here with us.”
However, the battery can also be used in racing or high-performance sports cars. Cuberg has just signed a contract with a customer in this area, but according to Wang it is too early to name the customer. Only this much: “It is a promising market for us.”
Cuberg founder Richard Wang
“We could then serve the first customers in 2027.”
(Photo: Cuberg)
Opinions differ in the aviation industry when it comes to battery-powered aircraft. Some refer to the high weight of the batteries. Nico Buchholz, Chief Commercial Officer of the aircraft manufacturer Deutsche Aircraft (Dornier), says that synthetically produced kerosene, so-called SAF, has a 24 times higher power density at a comparable weight than the battery generation now announced by CATL.
The aviation expert sees progress in battery technology, but in the medium term electric aircraft will not help aviation to become climate-neutral as quickly as possible. The technology is out of the question for long-haul jets, which currently burn more than 95 percent of the kerosene. The European aircraft manufacturer Airbus, for example, is therefore relying on hydrogen as an alternative to fossil fuels such as kerosene.
Regional airports are preparing for electric planes
Others certainly see a market for battery-powered aircraft, especially in the regional area. With the Virus SW 128 from the Slovenian manufacturer Pipistrel, there is already an electric aircraft with approval from the European aviation authority EASA. The small aircraft is used, for example, in pilot training.
At the same time, more and more regional airports in Germany are relying on the battery. The airport in Kiel, for example, is to be equipped with photovoltaic systems so that aircraft can be refueled with green electricity. There are similar plans in Essen and elsewhere.
Whether the battery drive will prevail in regional aviation is an open question. The first smaller-scale electrification projects have already been put on hold again. The Italian aircraft designer Tecnam announced this summer that the launch of its nine-seat electric aircraft “P-Volt”, planned for 2026, would be postponed indefinitely. The time for the commercialization of electric flight is not yet ripe with the currently available technologies.
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