One year before starting production of the Chevy Volt, General Motors engineers say they are confident in the performance and safety of the electric car's batteries.
GM executives gave an update on the car's plans on Tuesday, saying engineers are making some tweaks to the design but that they are on schedule.
The Volt's chief engineer, Andrew Farah, also implied that GM is close to moving ahead with a project to make a Cadillac that uses the same gas-electric power train that the Volt uses. Last week, there were reports that the Converj concept had been given the green light internally, with expected car delivery in 2013.
For the Volt, GM is preparing the battery and auto manufacturing, which will happen in its home state of Michigan, with the process and product validation scheduled to begin early next year, executives said.
In the meantime, GM engineers are testing the Volt's battery pack, called the Voltec, and putting 80 prototype vehicles through the paces. In addition to crash tests for safety, they are testing the car's performance on a range of conditions, including very hot and cold temperatures, and steep hills.
This crash test shows that the orange T-shape battery pack of the Volt is not impacted during frontal collision, says GM.
(Credit: General Motors)The Volt is a gas-electric hybrid, but unlike the Toyota Prius and other hybrids on the road now, the Volt moves only from electric motors. The gasoline engine is used to supply energy to the batteries through a generator.
Because it's a new car, GM still is trying to project what sort of performance to expect. Overall, engineers are happy, but they also know that climate conditions and driving style will affect the battery's performance, they said.
"Ten years is the target life (for the battery). Depending on how you use it and where you live, you could see significantly longer time," said David Wallace, engineering group manager for Voltec Battery Systems.
The biggest challenge is battery durability in very hot weather, he said. People who live in more temperate areas and do a lot of city driving will have more forgiving conditions, Wallace added.
"But even if you live in Phoenix, as long as you charge at night, and you run during the day, your battery will remain happy," he said.
During its testing, GM has to tune the chemistry of individual batteries, which will be supplied by LG Chem. Various tests, including crash tests, have indicated that battery safety is good, executives said.
For the car itself, auto engineers are now making adjustments to reduce the overall noise during times when the gas engine kicks on for longer rides.
Farah declined to say how big the gas tank will be, which will indicate what the overall driving range is, saying that decision will be made as late as possible.
Separately, Farah said GM's plan to produce an Opel in Europe that uses the Voltec powertrain is still on target, with a schedule roughly one year behind the Volt.
This radio-controlled model car is powered by a battery that can be refilled with an electrolytic fluid.
(Credit: Fraunhofer Institute)Imagine that you're driving your future electric car down the road, and it gives you a low battery warning. What do you do? Instead of spending a few hours at a recharging station, new battery technology being developed by the Fraunhofer Institute in Germany would let you pull into a service station and refill the battery with an electrolytic liquid.
The Fraunhofer Institute is using a redox flow battery, a type of cell that uses two electrolytic fluids exchanging protons through a membrane. This process generates electricity. Although this type of battery isn't new, the Fraunhofer Institute improved the energy density, making it equivalent to that of a lithium ion battery.
In production cars such as the Tesla Roadster, the lithium ion battery pack requires almost four hours from a quick charger to go about 200 miles. A redox flow battery service station would pump out the discharged electrolytic fluid from your car's battery, replacing it with charged fluid, most likely in a matter of minutes. Instead of getting new shipments of charged fluid, similar to how current service stations rely on tankers full of gasoline, the station could merely recharge the fluid on its premises, even using solar cells or a wind turbine.
Other companies are working on redox flow battery technology for stationary energy storage.
A Humvee made by American General.
(Credit: AM General)Lithium-ion battery manufacturer EnerDel has signed an 18-month, $1.29 million contract with the U.S. Army to design and test hybrid battery options for the Humvee.
Trying to power the iconic fuel-guzzling High Mobility Multipurpose Wheeled Vehicle (HMMWV aka Humvee) with a battery, may seem like trying to put out a fire with a garden hose. But a lithium-ion battery system can deliver a lot of power from a battery quickly, giving a truck like the Humvee the thrust it requires.
EnerDel, a subsidiary of Ener1, will collaborate with the U.S. Army's Tank Automotive Research, Development, and Engineering Center (TARDEC) on four possible power systems that could be implemented in the XM1124 version of the Humvee.
The company, which specializes in battery cell chemistry as well as the electronics and battery system designs, said it already has two viable options. EnerDel has developed a lithium-tatinate system in conjunction with Argonne National Laboratory that could accommodate the acceleration and hard braking required for such a powerful vehicle like the Humvee. It also has a lithium-manganese system that would give a vehicle extra-long range and allow electronics to be run off the battery for extended periods of time before needing to be recharged.
As part of the 18-month contract, EnerDel will also be involved in testing the systems under "extreme performance simulations." In addition to putting the test vehicles through the usual Humvee paces of wading through water and mountain climbing, there will also be an endurance test.
That will include seeing how a hybrid Humvee fares as a power plant for a field hospital or temporary military post. The requirement makes perfect sense given the ease with which a Humvee can be transported to hard-to-reach areas. One of its key features has always been that it could be dropped in to virtually any terrain by parachute.
A Humvee being parachuted out of a plane.
(Credit: AM General)The hybrid Humvee will also be more stealthy. Anyone who's had a close call with a Prius knows how dangerously silent hybrids can be in total battery mode. The hybrid version of the Humvee will have a powered-down "silent watch" mode that will allow it to run with its diesel generator off, reducing not only its noise, but also its thermal signature to avoid detection.
As always with major military project announcements, the company involved was quick to point out the down-the-road commercial application of its technology.
"In keeping with a long tradition, we also expect that innovations perfected here will have important benefits for the commercial markets," EnerDel President Rick Stanley said in a a statement.
There has already been interest in Raser Technologies' H3E, a plug-in hybrid version of a Hummer-branded SUV called the H3. While not truly a Hummer (the civilian version of the Humvee), the "Hummer-light" descendant has garnered the interest of even the most discerning Hummer enthusiasts.
So if EnerDel's batteries might be good enough to power a Hummvee, why haven't commercial automakers been knocking? They have actually. The company has signed research partnerships of varying commitment levels with Think Global, Fisker Automotive, Volvo, and Nissan. Its parent company, Ener1, is also working with U.S. utilities to develop smart grid storage units.
Start-up ReVolt Technology is developing rechargeable zinc air batteries, a technology it says promises longer runtime for consumer electronics and plug-in vehicles.
The Switzerland-based company, which was spun out of a Norwegian research institute five years ago, anticipates commercializing a rechargeable coin-size batteries next year. But the technology has the potential to be a cheaper and more energy-dense alternative to lithium ion batteries in consumer electronics, grid storage, and transportation, according to CEO James McDougall.
The components of ReVolt's current rechargeable battery technology include an air electrode, an interface below it in blue, and a zinc electrode.
(Credit: ReVolt Technologies)Zinc air batteries, which are already used in hearing aids, create an electrical current through a chemical reaction between zinc and the oxygen in air. Researchers have pursued rechargeable zinc air batteries for many years because zinc is relatively abundant and the internal chemistry, safe.
But there remain some technical challenges. After multiple charge-discharge cycle, the anode in zinc air batteries can become damaged and stop working. McDougall said ReVolt is trying to reach between 500 and 2,000 charge cycles, depending on whether the battery is used for consumer electronics or large-scale storage.
ReVolt engineers are working on a new design in which a zinc slurry is pumped through tubes that act as an air electrode, causing the chemical reaction that produces a current, McDougall explained. He expects it will take four or five years to commercialize the technology for large-scale applications, such as grid storage.
The company has raised 24 million Euros in funding, including an investment from power generator RWE of Germany, which is looking at the zinc air for storage on the electricity grid. ReVolt has applied for an ARPA-E grant aimed at breakthrough energy technologies but was not chosen in the first round of awards.
For vehicles, it makes sense to combine the relatively large energy storage of zinc air batteries with other storage technologies, McDougall said. Power-dense lithium ion batteries could be used for boosts of acceleration and ultracapacitors could capture energy from regenerative braking.
"You could increase the range of next-generation of electric vehicles with hybrid storage... You could get three times the range, eliminate the safety concerns, and cut the cost of the system," he said.
Updated at 10:55 AM pt with corrected timing for coin-size battery release.
Lithium ion batteries used as energy storage for utilities will be a $1 billion industry by 2018, according to a report released Wednesday by Pike Research called "Energy Storage Technology Markets."
Much of the lithium ion battery development has been geared toward perfecting the batteries as power sources for electronics, and in recent years, cars. But the alternative energy industry is going to benefit from that research, too. Once that happens, there will be a surge in the sales of industrial-scale lithium ion batteries for power utilities, according to Pike research.
"Utilities will be the downstream beneficiaries of innovation and investment in lithium ion batteries for the transportation sector," Pike Research analyst David Link said in a statement.
The energy storage industry in general is poised to grow as more private and public organizations embrace wind and solar energy worldwide. Because wind and solar systems provide energy in bursts and their cycles are not usually in sync with local peak energy usage hours, power storage when using wind or solar will become an obvious necessity for utilities, according to Pike Research.
Out of eleven methods of energy storage, Pike Research found that lithium ion batteries for utility use will be the fastest growing segment of the storage industry.
Sodium Sulfur (NAS) batteries and kinetic storage systems like pumped hydro and Compressed Air Energy Storage (CAES) were seen as the next likely leading utility energy storage solutions.
BOSTON--Ford Motor expects to manufacture as many as 2 million all-electric and gas-electric vehicles in the next 10 years, betting that rising oil prices and consumer interest will sustain a long-term transition to new technologies.
The company has set a goal of making 10 percent to 25 percent of its fleet "electrified" by 2020, which represents somewhere between 800,000 and 2 million cars, said Nancy Gioia at a media event here on Wednesday. Ford announced on Wednesday that Gioia will hold a newly created position of director of global electrification, which covers hybrids, plug-in hybrids, and battery-electric vehicles.
Plug-in electric vehicles promise to offer a much lower cost-per-mile than gasoline cars and deliver substantial environmental benefits. But in the near term, hybrids will likely represent the largest volume in the mix of technologies, said Gioia at the event.
"We've finally demonstrated the technology, the life, the durability, the safety (of hybrids)--all of that has reached a comfort zone to make it viable. Now it's going to be affordability that will drive mass market adoption," she said.
A demo of a Ford Focus, done with Magna, that runs on batteries alone. Ford plans to introduce the car in 2011.
(Credit: Martin LaMonica/CNET)The Watertown, Mass.-based company, which was spun out of the Massachusetts Institute of Technology, saw its share prices rise over 50 percent from its offering price to close at over $20.
A123 Systems' battery platform is being used for power tools, transportation, and power grid energy storage.
(Credit: Martin LaMonica/CNET)Through the initial public offering, the company is expected to raise over $400 million, Reuters reported. It had initially hoped to net $250 million but adjusted its offering price to raise more.
A123 Systems' IPO has been closely watched in the green tech community because it is one of only a few energy-related companies started this decade to go public. It currently supplies batteries for power tools and has built large, megawatt-scale batteries for utilities.
It's also eyeing the automotive sector, a potentially much larger market. A123 Systems received a $249.1 million grant from the Department of Energy to build a lithium ion battery packs factory in Michigan as part of a $2.4 billion investment in the plug-in electric car supply chain.
A123 Systems' IPO was the second most successful of the year, Reuters reported. A123 initially filed to go public in August of 2008.
Although it was a strong IPO, some energy storage experts say that lithium ion batteries, which will be used in a number of upcoming plug-in electric vehicles, need to come down in costs significantly for electric cars to be more mainstream.
So far in 2009, battery companies have received over $600 million in venture capital funding, compared with $478 million garnered for 2008, according to research analyst Lux Research.
The investment isn't without reason. In a report released Tuesday, Lux predicted that the energy storage market will grow to become a $60 billion industry by 2013.
But for now, it's hard for even the experts to predict who will emerge as the victorious innovators. Instead of a few key players, there's a plethora of both established and start-up companies developing a wide range of approaches to power storage for things like cars, utilities, and gadgets, according to Lux.
A123 Systems' battery platform is being used for tools, transportation, and power grid energy storage.
(Credit: Martin LaMonica/CNET)A123Systems, of which GE is an investor, and NGK Insulators are seen as leaders in power grid energy storage.
And Lux sees Johnson Controls-Saft and Compact Power as leaders in developing lithium ion batteries for electric hybrid cars.
But when it comes to batteries for products like power tools, electric bikes, and portables, the space is wide open. That space is open not only to emerging companies, but also as to which type of battery technology will succeed, according to Lux.
"Nickel-metal hydride (NiMH), nickel-zinc (NiZn) and even lithium-sulfur (Li-S) and lithium-air (Li-air) batteries are all pitching themselves as lower-cost alternatives," according to the report.
At least one company is already poised to make money off the uncertainty. Lux is offering a service to manufacturers and investors interested in the market. It's dubbed the Lux Innovation Grid, a chart that plots the variables for evaluating companies' battery tech and business models.
Think, which plans to make a small all-electric car, expects to secure a fresh round of funding and emerge from bankruptcy next month, according to a company representative.
Settling its debts and boosting its capital will allow Think to start producing its electric city car by the end of year. If all goes as planned, the company hopes to start shipping the Think City, a highway-capable electric car with a 100-mile range, to European customers by the end the year, company spokesperson James Andrews said Tuesday. Already, 2,500 people have ordered cars.
The company is also looking at a handful of states in the U.S. where it would produce the Think City, which has a top speed of 65 miles per hour, for sale in the U.S. The Think City is a two-seater hatchback, but the company is also working on a four-seater big enough for two adults and two children, Andrews said.
The Think City: rearing to go.
(Credit: Think Global)Norway-based Think is at the forefront of a wave of electric sedans that are expected to come to market in the next few years. Although the range is limited in on these electric cars, automakers expect it's sufficient for consumers' daily commuting needs.
Nissan on Monday said , an electric sedan with a 100-mile range and a . will be available for sale next year.
Coda Automotive will introduce its in California next fall. Other planned all-electric sedans include and namesake car.
Think, originally formed when Ford sold it to outside investors, hit in December and had to stop production. It has spent the last months rebuilding and expects to have a court date in August that should allow it to emerge from bankruptcy protection, Andrews said.
It also has developed a business to sell its power train to third parties. The Japan Postal Service, in a deal initiated by battery supplier EnerDel, has signed on to test the power train in.
"We're the only one out with a fully integrated E.V. drive system," Think's CEO, Richard Canny, told The New York Times. "It's an opportunity to get further volume and scale on the technology we already have. And it helps us get better pricing on components and further our development of E.V. drivetrain systems."
Going electric: thousands of Japanese postal trucks.
(Credit: Japan Postal Service)Electric carmaker Think Global and auto battery company EnerDel said Monday they will supply the electric drive components for a trial to convert gasoline trucks in Japan.
Think's electric power train and EnerDel's lithium ion batteries will power delivery trucks for the Japan Postal Service. As part of a government-led effort, the Japan Postal Service plans to convert 25 percent of its 22,000-truck fleet from gasoline to all-electric.
Testing alternative power trains with fleets is typically a good way to try out new technologies because vehicles can be refueled in controlled settings, such as corporate or government offices.
Think said the power train that will be used in the Japanese trial was originally developed for the Think City all-electric town car. The company, which had to delay production earlier this year because of financing problems, sees supplying third parties as a "significant new business line and revenue opportunity," Think CEO Richard Canny said in a statement.
EnerDel, meanwhile, is seeking to expand its auto battery manufacturing business, in part by applying for government loans to promote the domestic battery industry. So far, EnerDel has lined up supply deals with Think and luxury plug-in electric carmaker Fisker Automotive.
