Plug-In » lithium-ion

New Tech Promises EV Charge Times Measured in Minutes

JonZeke — Fri, 26 Aug 2011 18:03:26 +0000

Researchers at Nanotek Instruments, Inc, and its subsidiary Angstrom Materials in Dayton, Ohio have developed a breakthrough in energy storage design which outpaces supercapacitor and battery technologies. The new devices could not only power long-range and fast charging future electric cars but also provide efficient energy storage capacity to renewable energy sources such as solar, wind and hydro. Called surface-mediated cells (SMCs), the fundamental breakthrough behind the technology is that it isn’t actually a battery at all. The elegance of the SMC design is that it is not only simpler in design, but already has shown significant increases in energy density and power density despite using less -than-optimized materials and construction. So far, the prototype SMC cells have demonstrated a power density 100 times higher than that of commercial Li-ion batteries and 10 times higher than that of supercapacitors. Power density, in lay terms, is the amount of power an energy source has per unit volume. Crucially, power is a measurement of time rate of energy transfer. The higher the power density, the faster the rate of energy transfer (which results in a faster recharge time.)

Additionally, the SMC design has shown to have an energy density of 160 Watt-hour/kgcell, which is comparable to commercial Li-ion batteries and 30 times higher than that of conventional supercapacitors. The greater the energy density, the more energy the device can store for the same volume (resulting in a longer driving range for electric vehicles). Again, here the massive graphene structures of the prototype cells have not yet been optimized, so potential exists for even greater energy density in future iterations.

While most research into energy storage in either battery or supercapacitor technology has focused on either improving the power density of lithium-ion batteries or increasing the energy density of supercapacitors, both approaches have significant inherent challenges. By creating a fundamentally new paradigm in energy storage, SMCs could allow researchers to circumvent those issues.

The elegance of SMC design is its ability to bridge the gap between relatively long-range but slow charging Li-ion batteries and fast charging but distance-challenged supercapacitors. Researchers might finally have a method to create both high power and energy dense cells without sacrificing one for the other.

The critical difference between an SMC and a battery is that the ions in an SMC exchange rapidly between graphene surfaces, instead of moving laborously through the bulk of the electrode as in a typical lithium-ion battery. The time consuming process of intercalation – where the ions have to be inserted into the electrodes of a battery – is sidestepped with an SMC. The large surface area of the graphene cathode and the short distance the ions travel through the electrolyte permit the high observed energy and power densities. SMC cell lifetimes are still being explored, but so far observed cycling has shown no more than a 5% reduction of capacity.

While Angstrom Materials’ primary business is the sale of pricey graphene, it is engaged in massively scaling up graphene production to reduce the cost of the material dramatically over the next few years. As a result, the researchers on the project do not see any significant hurdles to overcome for commercialization to occur.

Unlike many other promised but unrealized breakthroughs in energy storage, the science and research behind SMCs is sound. With few major hurdles to overcome, the use of graphene cells could radically advance the promise of EVs in a short span of time. Assuming the technology reaches market, we could be looking back at charging times of the current crop of electrified vehicles as quaint within a decade. An electric car that charges back up in minutes? It could be the critical tipping point when EVs and plug-ins go from luxury to ubiquity.

Resources:

Bor Z. Jang, Chenguang Liu, David Neff, Zhenning Yu, Ming C. Wang, Wei Xiong, Aruna Zhamu (2011) Graphene Surface-Enabled Lithium Ion-Exchanging Cells: Next-Generation High-Power Energy Storage Devices. Nano Letters Article ASAP doi: 10.1021/nl201849

BMW i3 & i8 Concepts Unveiled

JonZeke — Mon, 01 Aug 2011 18:48:06 +0000

BMW has recently unveiled concept versions of its upcoming i3 and i8 electric vehicles. The i3 is a subcompact hatchback, while the i8 is a sports coupe with a range-extender hybrid drive system. Intriguingly, BMW has designed the i3 with a range-extender version as an optional drivetrain. That model has been called the REx in BMW’s press literature. The i3 is the fruit of the Megacity Vehicle project, which showcases BMW’s direction for the 21st century. The i8’s aerodynamic coupe form was shown 2 years ago as the Vision Dynamics concept. Both cars feature the absolute latest technology and design from BMW, and promise to marry innovative construction techniques with high performance and ecologically-friendly technology.

Unique to the i3 and i8 is BMW’s “LifeDrive” architecture. In a typical family car, the monocoque construction means that the body and chassis are one structure, with all important components – engine, suspension, seats, dashboard – bolted to it. BMW has decided to separate the mechanical structures of the car from the occupant space, and created two horizontally separated modules. The Life Module is naturally, the passenger space. Made of CFRP (Carbon Fiber Reinforced Plastic) the lightweight cabin is conceptually similar to the driver cell of a Formula 1 race car.

The Drive Module handles the duties of crash resistance and mounting the driving hardware, while packaging the heaviest components and battery in such a way to maximize occupant space and safety. Such an approach was previewed nearly a decade ago by GM’s Hywire “skateboard” concept. BMW however has beaten GM’s advanced concept to market.

While the i3 concept was shown in an electric-only configuration, both it and the i8’s Drive Module can be configured to accept a range-extender gasoline engine. In the i8 sportscar, the i3’s rear-mounted electric motor was moved to the front of the chassis, while a high performance 3 cylinder engine is fitted over the rear axle. In both the i3 and i8 the electric motor produces 125kw/170hp of energy, and a stout 185lbs/ft of torque from a standstill. The range-extender engine in the i8 produces an additional 164 kW/220 hp and 221 lb-ft bringing the total power output to 390hp and 406lbs/ft – figures equivalent to the 2011 BMW 650i luxury coupe. Yet unlike the highly consumptive 650’s 23mpg top highway figure, the i8 promises an outstanding 94mpge on the European combined cycle. With a projected curb weight 1000lbs less than the 650’s porky 4300lbs performance should be stunning as well.

What BMW is promising with its radical LifeDrive architecture is an advanced concept of how occupants can be better packaged within a variety of bodystyles. The i3’s compact hatchback body is roomy, and airy and provides storage space both in the nose and behind the rear passengers. The i8 on the other hand eschews practical space for a laid-back coupe layout. Yet unlike the massive luxury coupes it currently makes, there is plenty of space for 4 occupants to enjoy the blistering performance.

The CRFP body structures of both cars is innovative as it brings a material only found in supercars to the wider public. Carbon fiber has been around since the 1980s, when it was debuted on race cars. While lighter than aluminum, the complexity of working with the material has limited its application to high-cost vehicles. In the i family of cars, BMW touts a 50% reduction of weight over steel while managing to have finally developed a mass-production facility in the United States (In Moses Lake, Washington) for volume production.

The carbon fiber sheets that BMW has developed in conjunction with SGL Automotive Carbon Fibers can be worked like a fabric into shapes unimaginable in steel or aluminum. As a result, both the i3 and i8’s bodies feature radical shapes to help control the flow of air around the car, improving efficiency while simultaneously creating an aesthetic previously only enjoyed by owners of exotic machinery.

The i3 and i8 portend a complete rethink of the car as we know it. While current electric and hybrid efforts from manufacturers package new-think drivetrains into old school sheetmetal, BMW has decided to circumvent this cautious evolution to create cars it is convinced buyers will flock to. Radical materials, and construction are only one patch in the greater Project i quilt. All the cars and their components are slated to be built in facilities using 100% renewable energy. The cars themselves are seen as a part of a greater mobility project where BMW is rethinking the role of how cars are used in cities, and how we own cars.

That the electric motor module in the i3 is the size of 2 cases of beer underscores the change afoot at the company with the name of Bavarian Motor Works. If the i3 and i8 deliver on their promises of high performance with little ecological impact then automakers will be on notice to radically redefine their plug-in offerings in their shadow.

Faster Battery Technology a Major Milestone?

Rick — Thu, 31 Mar 2011 04:48:45 +0000

Perhaps the single greatest barrier to widespread adoption of plug-in automobiles is the time it takes to charge them. We have looked into charging times in the past, and even with the most advanced infrastructure in place at charging stations, you are still looking at one hour or more to fully recharge your battery. The automobile industry (and investors), however, have not been deterred, and many have pointed to a trend in developing lower-cost, more efficient rechargeable batteries. Lately, it seems, their optimism has been warranted.

Researchers from the University of Illinois at Urbana Champaign have built a prototype battery that can conceivably reduce charge times down to mere minutes.

Lithium-ion batteries, like all batteries, work by connecting two electrodes through an electrically conductive material — called an electrolyte. When that battery is charging and discharging, negatively-charged electrons flow between each electrode while positively-charged ions flow to balance out the charges. As the image to the right shows, lithium has recently become the material of choice due to the amount of energy it can store relative to its weight. Nickel-metal hydride batteries are still in use, however, and come at a cheaper cost.

The breakthrough in this instance comes from increasing the surface area between the electrodes and the electrolyte: a critical factor in determining the recharging rate. At the same time, they were able to maintain a large battery volume, a key attribute to storing maximum energy. The researchers were able to accomplish this by starting off with a material made up of closely packed polystyrene spheres, each about one-millionth of a meter in diameter. The gaps between the spheres were filled with nickel through a process called electrodeposition. The porosity of this nickel-layer could be increased using electropolishing, creating a framework conducive for placing electric cathodes.

Both a nickel-metal hydride and a lithium-ion battery were created using this material, and in both cases the area of contact between the nickel, the electrolyte, and the cathodes were greatly increased. The researchers claimed that they were able to re-charge a lithium-ion battery to 90% capacity in two minutes! Furthermore, they say the increase in production costs to manufacture such a battery should only be 20-30% higher than current techniques, once these batteries start becoming mass produced.

The Future?

So, will these new batteries revolutionize plug-in cars? The answer is not so simple. The huge current that is necessary to charge a battery so quickly would require significant upgrades to a car’s electrics as well as to charging stations. It is also uncertain whether these faster-charging batteries affect battery life. These concerns aside, however, this could be a major step in the right direction. Like we mentioned earlier, charge-times are a major barrier to customer adoption of plug-ins. Charging overnight is fine — but wasting significant time at a charging station is most likely a deal-breaker. If advances in battery technology such as this one shatter that barrier, the positives of electric cars might finally outweigh the negatives… which would indeed create a revolution.

Hitachi Ramping Up

Rick — Thu, 16 Jul 2009 01:57:58 +0000

Hitachi, Japan’s largest industrial electronics manufacturer, is devoting significant resources to capture the global car battery market. Already, they are able to boast of the 100,000 hybrid car order that GM has placed for its lithium-ion batteries. But, of course, that is not enough. The Tokyo-based corporation is ramping up its capacity in order to accommodate the needs of 700,000 electric vehicles a year, a gain of 600%.

The Nikkei Business Daily has estimated the expansion costs at between $200 and $300 million. The completion date would be somewhere around 2015, a time when many more plug-in models are set to hit the road. The announcement is probably designed to instill confidence in electric-car manufacturers that Hitachi is taking its battery division seriously and will be ready and able to meet future demand.

The company plans on producing two new types of lithium-ion batteries for “next-generation” hybrid vehicles. The design changes will reflect the industry goal of increased power storage with a reduction in weight and size. And with many adept battery manufacturers all clamoring for the reputation of providing high quality at a discounted price, the increased production is sure to provide Hitachi with the logistical and engineering experience necessary to emerge as a leader.

Hitachi’s other clients for lithium-ion batteries include Isuzu Motors and Mitsubishi. They are targeting sales of $1.04 billion by the year 2015 — when global sales of electric-car batteries are expected to surpass $6 billion, according to Nikkei.

Battery Technology – US vs Asia

Rick — Wed, 17 Jun 2009 01:46:47 +0000

The lithium-ion battery cell has emerged as a clear favorite with the plethora of car manufacturers who are announcing their electric ambitions. And as this demand rises, suppliers of battery technology are in a race of their own to provide high-quality, low-cost lithium-ion solutions. Several Asian firms have established dominant footholds in the industry, winning contracts with major auto companies, and they offer a formidable challenge to newer entrants:

South Korea’s LG Chem was the supplier chosen by GM to manufacturer batteries for the upcoming Volt plug-in. The newly formed CODA Automotive (based in California) has a deal in place with China’s Lishen Battery Co., and the popular (in China) BYD line of electric automobiles runs on batteries that are produced by their parent company, BYD Company Limited. Other notable Asian players include Panasonic, NEC and Sanyo Electric, all based in Japan. These companies have established reputations for reliability and their technology is tried and tested.

The Challengers

On the other side of the globe, there is a relentless drive to catch up and surpass. Helping the effort is the $2.4 billion U.S. stimulus program, a large portion of which is slotted for battery development. Ener1, a start-up from Indiana, has recently applied for a $480 million government loan in order to expand their facilities and leverage their proprietary battery technology. The company is already supplying Think Automotive, a Norwegian manufacturer, and they are in preliminary stages of agreements with the Californian carmaker Fisker. What separates their product from competitors includes the chemical coating that they apply to the lithium strips, allowing them to customize the battery performance for various needs, as well as the stacked-design of their battery cells, which their CEO refers to as a “breakthrough”.

Another large American technology company aiming to dominate the market is A123 Systems. They have an edge in that they already have battery plants in Asia and relationships amongst the supply-chain. Now, there are talks of adding new facilities to the U.S. in order to take advantage of tax incentives and geographic benefits. Batteries, which are notoriously heavy, can be expensive to ship, so moving their production close to one’s customers can help lower costs.

The Prize

Numerous smaller firms and research arms across the globe are also in the race. The allure of securing just one contract with a major electric car maker is enough for investors and engineers to pour in vast sums of money, time, and experience.

Market dynamics and product technology make for a complicated and unpredictable future. In order to sell, batteries must deliver on multiple fronts that include price, reliability, range, weight, customization, and overall life. Large auto companies also want a supplier that can deliver on large orders with few defects.

While a true battery breakthrough has not yet occurred, falling prices is an important enough factor to keep demand flowing. Whosoever captures a significant chunk of that demand will earn riches, as well as prestige.

Volvo Enters the Fray, with a Twist

Rick — Tue, 09 Jun 2009 01:37:16 +0000

Not to be outdone by its competitors, Volvo has announced its own hybrid electric car due in… 2012. This would put it behind four other auto companies we’re tracking that have a release date of 2010, however in return for an extra couple of years of waiting, users will have the ability to drive a plug-in with a diesel engine.

The engine will release less than 50 grams/km. of carbon dioxide emissions (using the NEDC standard). According to Volvo, this would qualify it for a “super-credit tax incentive band” in several countries. There is no word yet whether the U.S. will adopt any super incentives. Another intriguing feature of this car will be the placement of two battery-charging ports on its exterior: one at the rear for use with public charging stations, and one at the front for use in homes and garages.

The design and introduction of the new model is being accomplished as a joint project between Volvo and Swedish energy supplier Vattenfall. Like the Toyota/EDF Energy relationship, Vattenfall will manage the operational aspects of the charging process, providing the infrastructure as well as supplying the needed electricity. They are also offering customers the opportunity to sign an agreement for renewable electricity sourced specifically from windpower or hydropower, as an alternative to the regular mix of electricity sources.

A demonstration fleet based on the Volvo V70 model will be arriving in the U.S. to promote the technology. Spokespeople from the company have declared that the base price would be slightly higher than conventional automobiles, but that the range would be “class-leading”.

Unsurprisingly, the battery pack will consist of lithium-ion cells. The supplier of those cells, at the moment, is unknown. There are also plans to produce a purely electric car in the future.

CODA Reveals New Plug-In for 2010

Rick — Fri, 05 Jun 2009 01:10:56 +0000

California-based CODA Automotive unveiled a new all-electric sedan that it plans to have ready by the fall of 2010. The little-known company had not issued any prior press releases hinting at an unveiling, and there is not much information about them publically available at the moment. Their website only shows that their management team and Board of Advisors include former finance executives from Goldman Sachs and Morgan Stanley, and several engineers from a variety of industries.

Obscure No More

It seems likely that CODA will gain name-recognition quickly. Their plug-in model will arrive earlier than several other major auto manufacturers, and its driving range will have people talking about the benefits of electricity over gasoline once again.

The vehicle’s lithium-ion battery will provide an all-electric range of 90-100 miles, and is supposed to have a charge-time of 6 hours when using a 220V outlet (See here for information on charging times). The batteries will be manufactured by Lishen Battery Co., based in China, and they will come with an 8-year 100,000 mile warranty.

The CODA will sell for a base price of $45,000, which, as every electric manufacturer is keen to emphasize, will be reduced by around $7,500 when factoring in government subsidies. It has a top-speed of 80 mph and a 0-60 acceleration of less than 11 seconds. The GM Volt, by comparison, is priced at $40,000 and provides a range of 40 miles when shutting off its gasoline engine. (More specifications)

Impressions

While its electric-range is impressive and the 2010 release date provides a head start, the CODA might not offer the price and performance that people are looking for. Plenty, of course, will depend on future gasoline prices, and if they are able to offer a 100-mile range automobile with a price below what has been mentioned here, the economics of the situation might change.

Volt is GM’s “Highest Priority Program” according to Battery Maker

Rick — Fri, 24 Apr 2009 04:52:58 +0000

In an interview with Prabhakar Patil, the Chief Executive of Compact Power, the battery maker claims that his company is on track to providing lithium-ion batteries to power GM’s upcoming Volt plug-in vehicle.

Despite the financial troubles of the U.S. automaker, Patil says that he has not noticed any loss of commitment, claiming that “From GM’s side, it’s their highest priority program.” Compact Power is a subsidiary of LG Chem, Ltd., a South Korean battery supplier.

This statement, coming from a close supplier with supposed knowledge of GM’s future goals, provides insight that perhaps the automaker’s credibility, or even its future, is resting on the Volt. Upper management will be pouring its resources and advertising dollars (courtesy of emergency government funds) into the car, which is scheduled to go into production at the end of 2010.

It is unclear how much success the P.U.M.A will bring GM. However, don’t be surprised to hear of further electric vehicle announcements based on the design of the Volt.

Plug-In » lithium-ion

New Tech Promises EV Charge Times Measured in Minutes

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