Bruno Scrosati, Yang-Kook Sun, and colleagues point out that consumers have a great desire for electric vehicles, given the shortage and expense of petroleum. But a typical hybrid car can only go short distances on electricity alone and they hold less charge in very hot or very cold temperatures. With the government push to have one million electric cars on U.S. roads by 2015, the pressure to solve these problems is high. To make electric vehicles a more realistic alternative to gas-powered automobiles, the researchers realized that an improved battery was needed.

The scientists developed a high-capacity nanostructured tin-carbon anode, or positive electrode, and a high-voltage lithium-ion cathode, the negative electrode. When the two parts are put together, the result is a high-performance battery with a high energy density and rate capacity. “On the basis of the performance demonstrated here, this battery is a top candidate for powering sustainable vehicles,” he researchers say.”

The authors acknowledge funding from WCU (World Class University) program through the Korea Science and Engineering Foundation.

Ultimately, they expect that this material could be used in hybrid petrol/electric vehicles to make them lighter, more compact and more energy efficient, enabling drivers to travel for longer distances before needing to recharge their cars.

In addition, the researchers believe the material, which has been patented by Imperial, could potentially be used for the casings of many everyday objects such as mobile phones and computers, so that they would not need a separate battery. This would make such devices smaller, more lightweight and more portable.

The project co-ordinator, Dr Emile Greenhalgh, from the Department of Aeronautics at Imperial College London, says:

“We are really excited about the potential of this new technology. We think the car of the future could be drawing power from its roof, its bonnet or even the door, thanks to our new composite material. Even the Sat Nav could be powered by its own casing. The future applications for this material don’t stop there – you might have a mobile phone that is as thin as a credit card because it no longer needs a bulky battery, or a laptop that can draw energy from its casing so it can run for a longer time without recharging. We’re at the first stage of this project and there is a long way to go, but we think our composite material shows real promise.”

In the new project, the scientists are planning to develop the composite material so that it can be used to replace the metal flooring in the car boot, called the wheel well, which holds the spare wheel. Volvo is investigating the possibility of fitting this wheel well component into prototype cars for testing purposes.

The team says replacing a metal wheel well with a composite one could enable Volvo to reduce the number of batteries needed to power the electric motor. They believe this could lead to a 15 per cent reduction in the car’s overall weight, which should significantly improve the range of future hybrid cars.

Current hybrid cars consist of an internal combustion engine, which is used when the driver accelerates the car, and an electric motor powered by batteries, which turns on when the car is cruising. The cars need a large number of batteries to power the electric motor, which makes the vehicle heavier, meaning that the car uses up more energy and the batteries need regular recharging at short intervals.

The researchers say that the composite material that they are developing, which is made of carbon fibres and a polymer resin, will store and discharge large amounts of energy much more quickly than conventional batteries. In addition, the material does not use chemical processes, making it quicker to recharge than conventional batteries. Furthermore, this recharging process causes little degradation in the composite material, because it does not involve a chemical reaction, whereas conventional batteries degrade over time.

The material could be charged by plugging a hybrid car into household power supply. The researchers are also exploring other alternatives for charging it such as recycling energy created when a car brakes.

For the first stage of the project, the scientists are planning to further develop their composite material so that it can store more energy. The team will improve the material’s mechanical properties by growing carbon nanotubes on the surface of the carbon fibres, which should also increase the surface area of the material, which would improve its capacity to store more energy.

They are also planning to investigate the most effective method for manufacturing the composite material at an industrial level.

The 3-year European Union funded project includes researchers from the Departments of Chemistry, Aeronautics and Chemical Engineering and Chemical Technology at Imperial College London. European academic and industrial partners include Swerea SICOMP, INASCO Hella, Chalmers, Advanced Composites Group, Nanocyl, Volvo Car Corporation, Bundesanstalt Fur Material forschung undprufung, ETC Battery and Fuel Cells Sweden.

Click here to view the embedded video.

The new plant, which will manufacture advanced lithium-ion batteries, will be located at the Renault CACIA (Companhia Aveirense de Componentes para a Indústria Automóvel) industrial complex located in Aveiro, about 250km north of the capital, Lisbon.

In July of this year, Nissan confirmed its intention to invest into a production plant to supply batteries for electric vehicles to be produced by the Renault-Nissan Alliance. Construction of the plant will start in 2010 with production commencing in 2012. Projected annual capacity is 50,000 units.

Prime Minister Jose Socrates said: “After becoming a leading country in renewables, Portugal aims being a pioneer in electrical mobility as it is developing a nationwide charging network for EVs. The battery factory of the Renault-Nissan Alliance reinforces Portugal’s role as a place to research, produce and test components and solutions for EVs.

Carlos Ghosn said: “We have been consistently impressed with the forward-looking and proactive attitude of the Portuguese government towards the introduction of mass-marketed zero-emission vehicles. Our ability to make this investment utilizing the Renault CACIA facility makes this a win-win for Portugal and for the Alliance.”

Under the agreement with the Government of Portugal, Nissan will invest over €160 Million in the new facility and directly create 200 new jobs at the plant. This investment follows the announcement in November 2008 that Portugal will work with the Renault-Nissan Alliance to implement a zero emission mobility program from 2010. Within this plan, the Alliance will supply its electric vehicles from January 2011, and the Portuguese government will leverage an extensive network of 1,300 planned recharging stations that will be installed across the country over the coming two years.

“Among the world’s automakers, Renault and Nissan are unique in our strategy to create a network of battery production facilities,” said Hideaki Watanabe, Alliance Managing Director of the Renault-Nissan zero emission business. “Portugal joins a growing list of countries making significant commitments to the reality of zero-emission mobility.”

The Renault-Nissan Alliance – the world’s third largest automotive group by volume – is committed to being a leader in zero-emission mobility. Starting with the Nissan LEAF in late 2010, the Alliance has already announced plans for seven electric vehicles to be mass marketed under the Renault, Nissan and Infiniti brands. In addition to Portugal, the Alliance has also confirmed battery production locations in France, Japan, the US and the UK.

Nissan Zero Emission Website
www.nissan-zeroemission.com

A recent article on this site discussed the possibility of leasing the battery for the Leaf EV and comments ranged from people accepting of the idea to those downright outraged that Nissan would force buyers of the Leaf to lease a major component that is vital to the vehicles operation.

Now a new report is out they may indeed change your mind abut leasing your Leaf battery. According to the Nikkei newspaper in Japan, Nissan is currently developing a battery with twice the storage capacity of its current Leaf battery. Nissan hopes to have the batteries in its EV by 2015. The report states that the new battery has a range of 186 miles, close to twice that of the current Leaf battery.

You may be waiting for a catch such as this new battery will cost twice as much, but that is not the case. According to the report, the new battery with nearly twice the output will cost the same amount as the current Leaf battery. The new battery makeup will consist of lithium nickel manganese cobalt oxide cathode battery technology, called NMC for short.

Nissan intends to focus on battery production as well as EV production. The company has stated that batteries will be a primary focus of the company for the future and this potential breakthrough battery is just the beginning.

Now back to leasing the battery. For early adopters who purchase a Leaf in the next year or two with a standard li-ion battery, the possibility exists that these buyers will be able to lease the upgraded battery come 2015. This allows Leaf buyers to upgrade their vehicles as new technology emerges allowing the Leaf to grow with every technological advance in batteries. Early adopters need not be stuck with outdated technology and inferior batteries. Certainly an intriguing idea.

Source: Nikkei Newspaper Japan

The new lithium-ion battery will be available as of January 2010 for the 911 GT3, 911 GT 3 RS, and Boxster Spyder as an option delivered with the car, selling at a price in the German market of Euro 1,904 including 19 per cent value-added tax.

The battery is delivered as a separate unit together with the car and may subsequently be fitted as an alternative to the regular, conventional starter battery.

The cars are delivered with both batteries, therefore they are ready for use throughout the whole year. Since, while the lightweight battery offers a very high standard of everyday driving qualities, its starting capacity is limited at temperatures below 0o C or 32o F due to its specific features.

The primary reason for developing and introducing the new battery was its lower weight. In sports cars built consistently for superior driving dynamics such as the two versions of the 911 GT3 and the Boxster Spyder, less weight naturally means even greater agility and driving dynamics.

In its length and width the lithium-ion battery comes in the same dimensions as the regular battery, but is approximately 70 millimetres or 2.8″ lower. The fastening points, electrical connections and voltage range are fully compatible with the respective models, allowing simple and quick replacement of the standard lead battery by the lightweight unit, for example when racing on the track.

With its nominal capacity of 18 Ah, the lithium-ion battery, through its specific features, offers a level of practical output and performance not only comparable to that of a 60 Ah lead battery, but rather even better in many cases.

On a conventional car battery only about 30 per cent of the total capacity is actually available for practical use due to the configuration of the system, while this restriction does not apply to the lithium-ion battery. On the contrary, through its characteristic structure – and, in particular, the independence of the chemical composition of the electrolytes from the charge status – a lithium-ion battery consistently offers almost 100 per cent of its capacity.

Delivery of power by the lithium-ion battery throughout its useful charge range is likewise significantly better, providing its full power, for example, when starting the engine almost independently of the current charge level.

After the engine has started, the new Porsche battery shows further benefits in the charge process, being able through its smaller internal resistance to take up more power than a conventional battery and thus re-charge more quickly.

Yet a further benefit is that a lithium-ion battery allows a significantly greater number of charging and discharging cycles, plus the two further advantages that the self-discharging effect is lower and the service life of the battery longer.

The lithium-ion battery being introduced by Porsche as the pioneer in this area is made up of wound film of carbon and iron phosphate with a ceramic film moisturised by the electrolyte serving as a separating layer in between. Compared with other types of lithium-ion batteries using a combination of manganese oxide, cobalt oxide or nickel, this lithium-iron-phosphate battery, as it is called, offers advantages when used as a starter battery. It is robust and consistently guarantees the usual voltage of 12 V in the car’s on-board network.

The lightweight battery is made up of four cells and integrated control electronics. This battery management system protects the battery from major discharge and guarantees a consistent charge level within the individual cells. Once battery voltage drops below a certain threshold, a warning signal reminds the driver to re-charge the battery either simply by driving the car through the power of the engine running or by means of a conventional battery charger.

The new lithium-ion battery will also be available for retrofitting from February 2010 on the three models mentioned from Porsche Tequipment. The sales price in Germany when retrofitted after delivery of the car is Euro 2,499 including 19 per cent value-added tax.

Electric mobility is becoming increasingly important. The German government’s ambitious plan envisages one million electric cars being sold in Germany by the year 2020. Until then, however, researchers still have to overcome some hurdles, such as the question of energy storage. Lithium-ion batteries offer a possible solution, but it takes hours to charge them – time that an automobile driver doesn’t have when on the road.

Researchers from the Fraunhofer Institute for Chemical Technology ICT in Pfinztal near Karlsruhe see an alternative in redox flow batteries. “These batteries are based on fluid electrolytes. They can therefore be recharged at the gas station in a few minutes – the discharged electrolyte is simply pumped out and replaced with recharged fluid,” says engineer Jens Noack from ICT. “The pumped-off electrolyte can be recharged at the gas station, for example, using a wind turbine or solar plant.”

The principle of redox flow batteries is not new – two fluid electrolytes containing metal ions flow through porous graphite felt electrodes, separated by a membrane which allows protons to pass through it. During this exchange of charge a current flows over the electrodes, which can be used by a battery powered device.

Until now, however, redox flow batteries have had the disadvantage of storing significantly less energy than lithium-ion batteries. The vehicles would only be able to cover about a quarter of the normal distance – around 25 kilometers – which means the driver would have to recharge the batteries four times as often. “We can now increase the mileage four or fivefold, to approximately that of lithium-ion batteries,” Noack enthuses. The researchers have already produced the prototype of a cell. Now they must assemble several cells into a battery and optimize them. This further development is being carried out with colleagues from the University of Applied Sciences, Ostphalia, in Wolfenbüttel and Braunschweig. They are testing electric drives and energy storage units on model vehicles that are only a tenth of the size of normal vehicles. The research team has already built a traditional redox flow battery into a model vehicle. A vehicle on a scale of 1:5 can be seen in action on a test rig set up at the eCarTech in Munich (Hall C3, Stand 424) from 13 to 15 October. In the coming year the researchers also want to integrate the new battery, with four times greater mileage, into a model vehicle.

It said the project aims to undertake research and development of lithium-ions battery that would be more competitive in terms of technology and price.

The four-year project still needed approval by the German Cartel Office.

Volkswagen, which wants to launch the first electric car by 2013, presented a prototype of the e-UP! model at the Frankfurt Car Show this month.

VW already works with Japan’s Toshiba and Sanyo as well as with China’s BYD on battery technology.

The issue of e-mobility has gained enormous momentum. Industry experts predict sales revenue of € 500 billion and a market share of up to 9 per cent among newly registered vehicles worldwide by 2020. In a representative study carried out by TÜV SÜD together with the market research institute Technomar, almost 60 per cent of respondents claim to be actively interested in electric mobility. And Germany’s government vision is that in ten years’ time, the number of electric cars on German roads will have topped the one-million barrier.

According to TÜV SÜD President and CEO Dr Axel Stepken, electric cars are here to stay. Without electric drive concepts, the ambitious carbon reduction targets and the enhanced energy efficiency of vehicles required to achieve them are hardly feasible. Under the heading “E-mobility – surely but safely”, TÜV SÜD’s mobility experts communicated two messages at the IAA press conference: firstly, that electrification is undoubtedly a significant approach to the ecological modernization of mobility, and secondly, that functional, electrical and mechanical safety must be guaranteed if e-mobility is to fulfil this role successfully.

Batteries as key components: incomplete standards

From TÜV SÜD’s perspective, the battery, as the key component, is the focus of interest. All major manufacturers base their concepts on lithium-ion batteries. In terms of battery safety, however, there is urgent need for action irrespective of whether these batteries will be used in purely electric cars, in micro-hybrids and mild hybrids, full hybrids or plug-in hybrids. According to Dr Axel Stepken, the standards and testing processes are still incomplete at present.

To give some examples, firstly, while final approval criteria for battery crash tests have been defined for the fire and explosion risks, as yet toxic, caustic and carcinogenic substances have not been considered. Secondly, no requirements for rear-end collisions have yet been defined for the approval of mass-produced cars. These requirements are necessary, however, as many manufacturers plan to install the lithium-ion battery pack at the rear end. Thirdly, there are no standards governing battery installation. Fourthly, no safety guidelines which provide guidance when electric cars must be towed have been established. Fifthly, the criteria for periodic safety testing of electric and hybrid cars are incomplete. Sixthly, even in its updated version which is to come into effect in 2010, the ECE-R 100 test standard for electric safety fails to fully reflect the exceptional significance of the lithium-ion battery.

TÜV SÜD: “Single-Fault Safety” must be the yardstick

The revised standard does not ensure “single-fault safety”, which means that an individual fault must not result in the loss of a safety function. Binding international crash-test standards taking into account the battery and power-unit system are important as a basis for establishing this yardstick. All practice-relevant aspects, including the recharging of electric vehicles in private garages at home or the disposal of old vehicles, must be taken into account from the outset. Another aspect that must not be neglected: so far, neither a coordination body nor any legal regulations on how to handle accidents involving electric vehicles exist.

Over recent decades, the innovative power of car manufacturers and the efforts of testing and inspection organizations have made mobility in Germany extremely safe.

While moving into the era of e-mobility, this safety level must now be at least maintained, because “If the basic confidence in safety is shaken – for example, by serious accidents for which electric mobility is to blame – the development of a future-oriented technology may be massively impaired”, explains the TÜV SÜD Chairman of the Board of Management.

Stepken confirms that German and large-scale international manufacturers are highly aware of this problem, adding, however, that e-mobility is the first major automotive issue in which impetus is coming not only from the established manufacturing countries. The desire for individual mobility in countries such as China or India, combined with the increasing scarcity of fossil fuels, leads us to anticipate key impetus for this new technology to come from these countries. “For safety’s sake, worldwide applicable, uniform standards must therefore be developed and applied”, emphasized Dr Stepken. Also, there will be “quite a few new market players from sectors outside the automotive industry”. TÜV SÜD expects a number of manufacturers to opt for small-series production, in particular in the development stage. For cars produced in small series of up to 1,000 units, however, approval is relatively easy to obtain.

Dr Axel Stepken confirms, “In the initial phase in particular, there is a risk that only the provisions applicable to small-series production will be applied to the approval process, resulting in cars on our roads which fail to satisfy the stricter safety requirements applicable to electric mobility.” With a view to approval and import regulations, clear-cut and binding international safety standards are needed which apply to all vehicles irrespective of their production volume, concludes Stepken.

TÜV SÜD well equipped to face the e-mobility challenge

TÜV SÜD regards itself as well-equipped for the e-mobility challenge. “As early as this autumn, we will conduct the first crash tests with on-board lithium-ion batteries “, announces Dr Stepken. In the field of battery safety, the service provider cooperates with renowned German car manufacturers and advocates appropriate standards in the relevant committees. The service company also has longstanding experience with electrified drive systems, gained, for example, in vehicle certification and homologation. In Stuttgart, the service provider participates in the “Model Region for Electric Mobility” project, and TÜV SÜD Academy is one of the leading training providers in Germany, preparing repair-shop employees for their work with high-voltage vehicles.

At TÜV SÜD’s premiere at the IAA under the motto “Discover diversity. Enhance efficiency”, Stepken noted: “We are convinced that we and our services in the mobility segment can contribute significantly to help car dealerships, repair shops, automotive suppliers and manufacturers to find their way out of the crisis.”

From e-mobility to future roadworthiness testing and from cost-effective car dealerships to eco-friendly fleet management: TÜV SÜD, its subsidiaries and TÜV Hessen, in which TÜV SÜD is the majority shareholder, can be found at the IAA, Hall 8, Stand 13A.

With its re3 concept car, Johnson Controls is showcasing its innovative battery technology and novel packaging idea for storing energy. 96 lithium-ion cells are uniquely packaged between the front seats in the tunnel console of the vehicle. With more than 7 kWh, the storage module provides sufficient energy to easily transport commuters to and from work or allow families to take an extended shopping trip – without using a single drop of gasoline. Active cooling of the cells ensures optimal operating conditions. The cross-system energy management of the re3 ensures even charging and discharging of the lithium ion accumulators (cell balancing), a key requisite for maximum energy efficiency and the long-term reliability of the storage cells.

Trendsetting packaging concept
Electro-mobility is on the agenda of many nations. Lithium-ion batteries are at the heart of these vehicles and thus of elementary importance for electro-mobility acceptance. However, the huge energy stores often prove to be tricky for many electric and hybrid vehicles. The feasible energy density, in other words, the ratio of size to capability of an accumulator, forces car designers into making compromises – often at the expense of storage space. The trunk is therefore often used for purposes other than intended or the entire rear seat bench must give way to battery technology.

The designers at Johnson Controls managed to optimally place the energy store in the tunnel console of the re3, making the concept car a true space-saving sensation. The attractive interior design allows ample room for five adults; three of which can sit comfortably in the rear of the vehicle. In addition, the re3 also offers adequate trunk space. But not only is the space of the re3 impressive. The placement of the battery also has a positive impact on driving characteristics. The driver benefits from a low center of gravity, facilitated by installation of the storage modules in the center of the vehicle, which enhances ride and handling characteristics.

Ready for series production
Johnson Controls-Saft is already manufacturing lithium-ion batteries for series production in Europe. For example, Mercedes uses 35 VL6P lithium-ion cells in its S-Class S400 BlueHybrid, as will the BMW 7 Series ActiveHybrid that will start shipping later this year.

Ford also intends to use Johnson Controls-Saft lithium-ion batteries in its PHEV vehicle (plug-in hybrid-electric vehicle). Series production of this model on the North American market is expected to start in 2012. Great emphasis is placed on the reliability of the electric drives and thus the necessary energy management for use in commercial vehicles. U.S. automaker Azure Dynamics (AZD), who specializes in hybrid-powered commercial vehicles, will equip its next generation of hybrid-electric delivery vehicles with the battery technology of Johnson Controls-Saft starting at the end of 2010. This vehicle class – small delivery vehicles and shuttle buses – represents 12 percent of total traffic volume and is responsible for 25 percent of greenhouse gases caused by road traffic in the U.S.

About Johnson Controls-Saft
Johnson Controls-Saft is a joint venture that has brought together Johnson Controls – the world‘s leading supplier of automotive batteries and a company deeply experienced in integrated automotive systems solutions – with Saft, an advanced energy storage solutions provider with extensive Li-ion battery expertise.

About Saft
Saft (Euronext: Saft) is a world specialist in the design and manufacture of high-tech batteries for industry. Saft batteries are used in high performance applications, such as industrial infrastructure and processes, transportation, space and defence. Saft is the world’s leading manufacturer of nickel-cadmium batteries for industrial applications and of primary lithium batteries for a wide range of end markets. The group is also the European leader for specialized advanced technologies for the defence and space industries. With approximately 4,000 employees worldwide, Saft is present in 18 countries. Its 15 manufacturing sites and extensive sales network enable the group to serve its customers worldwide. Saft is listed in the SBF 120 index on the Paris Stock Market. For more information, visit Saft at www.saftbatteries.com

The use of electric vehicles is expected to increase significantly in coming years, mainly due to the cost of traditional fuels and rising environmental concerns. Billions of dollars are being invested globally to develop and promote this technology, including almost three billion dollars from the 2009 American Reinvestment and Recovery Act. According to the international consulting firm Oliver Wyman, the estimated number of plug-in hybrid electric vehicles (PHEV) and battery-electric vehicles (BEV) that will be on the road globally over the next decade range from 1 to 5 million new vehicles per year. Along with this rapid growth comes the potential for fire, electric shock and other safety hazards.

“There are a number of factors in the industry that will dictate the rate of proliferation of electric vehicles on the market, which include cost, performance, durability and safety requirements for large batteries,” said Jeff Smidt, global manager of Underwriters Laboratories Global Energy Business. “At UL, safety remains our number one concern. With the help of our new and existing safety requirements, we are helping manufacturers get safer vehicles to the market.”

While UL Subject 2580 will not be mandated, manufacturers will have the option of certifying to its requirements to help reduce risks. Currently, there is no UL standard for the testing of large batteries like these in electric vehicles.

In addition to developing new standards for large batteries, UL has been conducting tests and certifying to existing standards for numerous hybrid and battery-electric vehicle components. Some of these components include motors, connectors and battery chargers. UL tests these components for overload protection, shock and flammability among other hazards. Ultimately, UL’s requirements for electric vehicle safety help move the industry toward performance and safety standardization.

As an organization focused on public safety, UL has been at the forefront of conducting research and developing standards that contribute to the reduction of dependency on conventional energy sources such as fossil fuels and actively participating in the renewable energy industry including solar, wind and electric vehicles.

About Underwriters Laboratories Underwriters Laboratories (UL) is an independent product safety certification organization that has been testing products and writing Standards for Safety for over a century. UL evaluates more than 19,000 types of products, components, materials and systems annually with 20 billion UL Marks appearing on 72,000 manufacturers’ products each year. UL’s worldwide family of companies and network of service providers includes 64 laboratory, testing and certification facilities serving customers in 98 countries. For more information, visit: http://www.UL.com/newsroom.