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03 Jan 10

Jungle Motors Launches New Longer Range Conversion Kit for the Toyota Prius | Business Wire

"SAN JUAN CAPISTRANO, Calif.--(BUSINESS WIRE)--Jungle Motors, Orange County’s largest electric vehicle conversion facility, is now offering a new Plug-In Hybrid conversion kit for the 2004-2009 Toyota Prius using state of the art Lithium Iron Phosphate batteries and advanced, integrated Battery Management Systems (BMS). Jungle Motors, which converts gasoline powered vehicles into clean, green commuter cars, is now offering drivers yet another way to drive and save green. "

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prius conversion refurbishment ecoefficiency usa lithium batteries

22 Dec 09

elektrozine : Papieren batterijen niet langer een illusie (video)

  • Wetenschappers van Stanford University denken een manier gevonden te hebben om papier te transformeren naar batterijen en supergeleiders.
09 Oct 09

Rechargeable Ni-Li Battery Integrated Aqueous/Nonaqueous System - Journal of the American Chemical Society (ACS Publications)

  • A rechargeable Ni-Li battery, in which nickel hydroxide serving as a cathode in an aqueous electrolyte and Li metal serving as an anode in an organic electrolyte were integrated by a superionic conductor glass ceramic film (LISICON), was proposed with the expectation to combine the advantages of both a Li-ion battery and Ni-MH battery. It has the potential for an ultrahigh theoretical energy density of 935 Wh/kg, twice that of a Li-ion battery (414 Wh/kg), based on the active material in electrodes. A prototype Ni-Li battery fabricated in the present work demonstrated a cell voltage of 3.47 V and a capacity of 264 mAh/g with good retention during 50 cycles of charge/discharge. This battery system with a hybrid electrolyte provides a new avenue for the best combination of electrode/electrolyte/electrode to fulfill the potential of high energy density as well as high power density.
29 Aug 09

Big Blue dreams of a big green battery

  • IBM is focusing on Lithium-Air batteries, which the company said has the potential to pack up to 10 times the power stored in Lithium-Ion batteries commonly found in cell phones and laptops.
21 Aug 09

Research

  • We examine the potential economic implications of
    using vehicle batteries to store grid electricity generated at off-peak
    hours for off-vehicle use during peak hours. Hourly electricity prices in
    three U.S. cities were used to arrive at daily profit values, while the
    economic losses associated with battery degradation were calculated based
    on data collected from A123 Systems LiFePO4/Graphite cells tested under
    combined driving and off-vehicle electricity utilization. For a 16 kWh
    vehicle battery pack, the maximum annual profit with perfect market
    information and no battery degradation cost ranged from ~$140 to $250 in
    the three cities. If the measured battery degradation is applied, however,
    the maximum annual profit (if battery pack replacement costs fall to
    $5,000 for a 16 kWh battery) decreases to ~$10-$120. It appears unlikely
    that these profits alone will provide sufficient incentive to the vehicle
    owner to use the battery pack for electricity storage and later
    off-vehicle use. We also estimate grid net social welfare benefits from
    avoiding the construction and use of peaking generators that may accrue to
    the owner, finding that these are similar in magnitude to the energy
    arbitrage profit.

Research

  • The effects of combined driving and vehicle-to-grid
    (V2G) usage on the lifetime performance of relevant commercial Li-ion
    cells were studied. We derived a nominal realistic driving schedule based
    on aggregating driving survey data and the Urban Dynamometer Driving
    Schedule, and used a vehicle physics model to create a daily battery duty
    cycle. Different degrees of continuous discharge were imposed on the cells
    to mimic afternoon V2G use to displace grid electricity. The loss of
    battery capacity was quantified as a function of driving days as well as a
    function of integrated capacity and energy processed by the cells. The
    cells tested showed promising capacity fade performance: more than 95% of
    the original cell capacity remains after thousands of driving days worth
    of use. Statistical analyses indicate that rapid vehicle motive cycling
    degraded the cells more than slower, V2G galvanostatic cycling. These data
    are intended to inform an economic model.
27 Jan 09

Better Place || Press Room || Press Releases Detail || Better Place Dong Energy Investment For Denmark Electric Car Network

  • Better Place, the world’s leading mobility operator, today announced in conjunction with DONG Energy, that it has closed approximately €103 million Euro (770 million Danish Kroner) in equity and convertible debt for the initial deployment of their electric car charging network in Denmark. Under the terms of the agreement, DONG Energy will assist in the Better Place Denmark network rollout as well as be the preferred supplier of renewable energy to power the network. The move sets the stage for Better Place and DONG Energy to execute as planned against their commitment to enable the widespread adoption of mass-market vehicles by 2011.
19 Jan 09

Energiespeicher - immer mehr OEMs konkurrieren mit ihren Zulieferern - ATZ online

  • 19.01.2009 - Automobilhersteller werden zu Batterieentwicklern und -herstellern: So lassen sich die Ankündigungen von Daimler und jetzt auch von GM interpretieren. Nachdem Daimler die strategische Kooperation mit Zellhersteller Evonik bekannt gab (Beteiligung von 49.9 Prozent an Evonik-Tocher LiTec), folgt nun GM: Der Hochvolt-Energiespeicher auf Lithium-Ionen-Basis für das "Plug in Hybrid Vehicle" (PHV) Chevrolet Volt werde zusammen mit Batteriezellenhersteller LG Chem aus Südkorea gebaut - und nicht mit der Continental AG, die das Kopf-an-Kopf-Rennen jetzt verlor.
14 Jan 09

LG Chem Battery Cells to Power Chevrolet Volt - ATZ online

  • 14.01.2009 - LG Chem will be the lithium-ion polymer battery cell supplier for
    GM's Chevrolet Volt. The Korean chemical and rechargeable battery maker will be
    the production source for the battery cells of the mass-produced extended-range
    electric vehicle that is scheduled to be launched in late 2010, and Compact
    Power, the North American subsidiary of LG Chem, will build battery packs for
    Chevrolet Volt development vehicles until GM's battery facility is operational.
    According to the company, Chevrolet Volt will be able to run up to 64 kilometres
    after a three-hour charge on a 240 Volt outlet or eight to nine hours when
    plugged into a 120 Volt socket. When the battery runs out, an on-board gas
    engine will self-engage to step into generate electricity to power the vehicles
    electric drive motors for several hundred additional miles. The development of
    the Volt's 16 kilowatt hour T-shaped lithium-ion battery, which is roughly 1.8
    metres long and weighs nearly 181 kilograms, is key to the car's success.
13 Jan 09

Technology Review: Blogs: TR Editors' blog: Why A123 Didn't Get the Volt Contract

  • There's still no official word (it's expected by the end of the year), but it
    looks as though A123 Systems, a company based on a remarkable
    new battery chemistry     formulated at MIT, won't be supplying the batteries
    for the first generation of GM's new electric car, the Volt. The contract,
    according to a couple of news reports released in recent weeks, will go to LG Chem, a
    Korean company.

23 Dec 08

Auto-News: Batteries - Electrifying Transport

  • It is all about batteries. In my opinion batteries are the worst roadblock on the way to further spread of electric vehicles. The Li-Ion-battery as mentioned in the document "Conti-Li-Ion.doc" was shown on the IAA 2008 "Commercial Vehicles" It contains 2 kWh, has a voltage of 350 V and a power of 60 kW. It has a volume of 52 l and weighs 65 kg, all included. It contains an energy of 2 kWh. This is the energy content of 200 ml of gasoline. To get a satisfactory service life you can use only about 20 % of the capacity of the battery, e. g. between 60 and 80 % state of charge.
    Calculated in gasoline that is 40 ml, about a double schnaps (liquor), as we say in Germany. So all this ado with electro-motor-generator, DC/DC- and AC/DC-converters, controllers and so on serves only for shoving a double schnaps in and out of the battery. Of course you can do it several times, wheras the gasoline, which you take out of the tank is lost forever. But the calculation shows how far the capacity even of the most sophisticated batteries is from what would be really needed.

Electrifying Transport - Home

  • a) at an October 2008 plant visit at Mitsubishi in Osaka (IWCC-GA), Japan, I had the opportunity to drive myself the first electric car which will be commercially available on the Japanese market mid 2009 at a price of 30 k$ with the following key characteristics :


    -  Li-Ion battery capacity (in-out) 25 kWh


    -  Guaranteed battery life time 4 years


    -  Charge time 30 minutes on a 400 V supply for charge


    -  Useful range :  150 km in summer / 90 km in winter (battery and passenger        need warming)


    -  Major parking lots and shopping malls will offer charging for free in Japan  -  value of consumption is 1 L of gasoline for 100 km.

  • It is all about batteries. In my opinion batteries are the worst roadblock on the way to further spread of electric vehicles. The Li-Ion-battery as mentioned in the document "Conti-Li-Ion.doc" was shown on the IAA 2008 "Commercial Vehicles" It contains 2 kWh, has a voltage of 350 V and a power of 60 kW. It has a volume of 52 l and weighs 65 kg, all included. It contains an energy of 2 kWh. This is the energy content of 200 ml of gasoline. To get a satisfactory service life you can use only about 20 % of the capacity of the battery, e. g. between 60 and 80 % state of charge.
    Calculated in gasoline that is 40 ml, about a double schnaps (liquor), as we say in Germany. So all this ado with electro-motor-generator, DC/DC- and AC/DC-converters, controllers and so on serves only for shoving a double schnaps in and out of the battery. Of course you can do it several times, wheras the gasoline, which you take out of the tank is lost forever. But the calculation shows how far the capacity even of the most sophisticated batteries is from what would be really needed.
12 Oct 08

GreenBizCafe » Blog Archive » How Much Electricity Does a Car Need?

  • (The Volt will be a ful-sized four-passenger car with a range of about 65 kilometres using only its batteries. It is scheduled to go into production in the United States in 2010.)
  • The Volt will use a battery with a capacity of 16 kilowatt-hours of charge. But that battery won’t dip below eight kWh of charge, so a full nightly charge would be eight kWh - about the same amount of power as is consumed by a water heater, a plasma TV or a computer and monitor left on all day.
27 Aug 08

Solar Planes, Trains and Automobiles | celsias°

  • And that's not all. We reported recently on this site on the solar powered car making its way around the world. We also covered the concept of solar roads to capture usable energy. We even reported on a sail boat powered with a solar sail. Now the BBC reports   that the U.S. military has held a test run in Arizona of a UK-made solar plane, the Zephyr-6. The plane flew for more than three days, running at night on solar charged batteries. The more than 83 hour non-stop flight was the longest of any unmanned aircraft.
28 Jul 08

Electric vehicles in the spotlight | Cleantech Group

  • Car makers, electric car chargers, two mayors and one prime minister all made the call for more electric, hybrid and plug-in hybrid cars and an infrastructure to support the vehicles.
13 Jul 08

IEEE Spectrum: Our First Electric Cars...May Be Trucks

  • Today there are roughly 2 million hybrids in the
    global car park of 820 million vehicles—or far less
    than 1 percent. And there are fewer than 200 plug-in
    hybrids. Before we start thinking about other uses for
    the battery packs in such vehicles, Kjaer all but begged
    his audience, “let's just get the batteries driving the
    wheels
    first!”
16 Jun 08

IEEE Spectrum: Lithium Batteries On The Way For Hybrids

  • In just one year, the whens and wheres of lithium battery packs for hybrid and electric cars have come into much sharper focus
10 Jun 08

California ISO: Integration of Renewable Resources Program (IRRP)

  • In support of the State of California Renewables Portfolio Standard, the California ISO (CAISO) has worked with Participating Transmission Owners, the California Energy Commission, the California Public Utilities Commission, industry experts, adjacent control areas and owners/developers of renewable resources to identify integration issues and solutions for the integration of large amounts of renewable resources into the CAISO Control Area.

Electronic Component Suppliers - Electricity Storage Association - electric utility, esco

  • While capital cost is an important economic parameter, it should be realized that the total ownership cost (including the impact of equipment life and O&M costs) is a much more meaningful index for a complete economic analysis. For example, while the capital cost of lead-acid batteries is relatively low, they may not necessarily be the least expensive option for energy management (load leveling) due to their relatively short life for this type of application.
09 Jun 08

Bob Lutz Drives the Volt, Calls It 'Electrifying' | Autopia from Wired.com

  • GM's engineers have been flogging the mules -- known formally as "engineering development vehicles" -- pretty hard for a couple of months now and they've got the lithium-ion batteries and electric drivetrain pretty much sorted. Lutz finally got a chance to take one of the range-extended electric vehicles for a spin and notes on his blog, "While the car is still most definitely a work in progress, the thrill of driving electrically -- that instant, silent torque -- is certainly present and accounted for."
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