Cummins Beats Tesla To The Punch And Introduces An All-Electric Heavy-Duty Truck



With Tesla purportedly gearing up to introduce an all-electric semi next month, diesel engine supplier Cummins took some of the automaker’s buzz away on Tuesday, revealed an all-electric prototype truck of its own.

Read More: Here’s More Reasons Why We Need Electric Trucks




Billed as a Class 7 Urban Hauler Tractor, the 18,000-pound truck was built by Roush and is geared for local deliveries, according to the Indianapolis Star. The company said it plans to begin selling a 140 kWh battery pack for bus operators and commercial truck fleets in 2019, reports Forbes.

With a claimed range of 100 miles, it certainly seems apt to handle short drives, and Cummins said it only takes an hour to charge. By the time it’s introduced in 2020, Forbes reports, the company hopes to drop that number to 20 minutes. 

A hybrid, with a diesel engine used on-board as a generator, is planned later and will offer 300 miles in range.

Cummins’ chief exec, Thomas Linebarger, told Forbes that electric technology isn’t quite ready for 18-wheelers, mostly due to the long distances they travel. Tesla’s truck will reportedly be set to handle lengthier tasks, with 200 to 300 miles on a single charge, but that remains far below the 1,000 miles a typical heavy-duty truck can handle on one tank of gas.

Cummins may have introduced a prototype truck cab to show off, but the company only intends to produce the powertrain for trucks, Forbes reports.

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Super Capacitors Could Make the Tesla ‘Battery Model for an EV World’ Obsolete: Videos



Tesla’s growth has been built on its pioneering battery technology but they’re slow to charge, have limited lifetimes and are heavy. The latest research on supercapacitors does away with all of that and may mean ‘Tesla Battery Model for an EV World’ is a losing bet (Watch Videos Below)

Introduction

Transportation is the largest consumer of oil and the globally, it’s the biggest source of pollution, greenhouse gases, soot and fine particulates; gasoline and diesel have fuelled global transport and been the lifeblood of the international oil majors and national oil companies.

That, however, may be changing. Oil’s power density and affordable price has made alternatives non-starters, pushed many mass transit systems to bankruptcy, and made auto, tyre, road construction, and insurance companies rich.

Fuel energy density including supercapacitors

The Tesla effect

Then came Tesla, for the first time offering a slick, high-performance car with reasonable range.

Currently too expensive for the mass market, Tesla has nevertheless challenged the internal combustion engine (ICE) industry and forced virtually all car markers to get into electric vehicles.

With a $5 billion gigafactory just completed in July 2016 near Reno, Nevada. Tesla is promising to move mainstream, offering more affordable cars with decent range. Tesla-Gigafactory-Nevada

That is all wonderful. But Tesla and all other electric and hybrid cars still suffer from lack of charging infrastructure, and even when that is in place, drivers will have to take long breaks on long drives to recharge their batteries. 
Depending on the details, 90 minutes or more are typically needed to more-or-less recharge an empty car battery, an annoying wait compared to a five-minute fillup at the corner gas station.

 

Tesla’s growth has been built on its pioneering battery technology but they’re slow to charge, have limited lifetimes and are heavy. The latest research on supercapacitors does away with all of that and may mean ‘Tesla Battery Model for an EV World’ is a losing bet


Battery Woes

Tesla Battery Pack 2014-08-19-19.10.42-1280Moreover, even with Tesla’s slick design, the batteries are heavy and can only be charged/discharged so many times, after which their performance drops. Trucks and heavy-duty vehicles pose even more difficult challenges if they are not recharged frequently – not always convenient or practical. Batteries, in other words, are not a perfect substitute for cheap petrol which is available nearly everywhere you go.

What would be ideal is a light, inexpensive battery that can pack large amounts of energy in a small space, can be charged more or less instantly, and discharged more or less indefinitely without loss of performance. 

That would be the holy grail of storage, not only challenging the ICEs but also making Tesla’s gigafactory virtually obsolete before it starts mass production.


Super Potential for Supercapacitors

A new generation of supercapacitors made from cheap and plentiful material – now in laboratories – is expected to become commercial in three to five years. According to UCLA Professor Richard Kaner, the company he is affiliated with, Nanotech Energy, is using graphene as the basic medium for storing energy. (Also See Video for ‘Tenka Energy’ below)

As the technology moves out of the laboratory, he expects it to initially find a role in high-value applications such as mobile phones and computers, followed by other applications such as electric vehicles.

Supercapacitors Recharge Rate

The ability to fast-charge a supercapacitor in, say, two minutes or so, will solve the range anxiety associated with current EVs. 
Imagine pulling into an electric charging station and getting more or less fully recharged in the amount of time it takes to fill up your tank with gas. Who needs clunky, noisy, polluting cars, or even Tesla batteries?

The same fast-charging supercapacitors can power mass transit buses in cities around the world. If the bus’ supercapacitor can be charged in two minutes or less, then every bus stop can be a charging station, allowing the bus to travel long distances without ever running out of juice. That would be a game changer.

Tesla, which is facing many daunting deadlines and competition from multiple directions, may find that its gigafactory is a losing bet if supercapacitors come to deliver as their proponents claim.

Now THAT … That would be yet another game changer!

From ‘The Energy Analyst’

 

Watch: Video Presentation of New ‘Tenka Power Max SuperCap’

EV Batteries: A $240 Billion Industry In the Making that China is Taking the Lead


BYD 960x0

Even those who consider themselves somewhat knowledgeable about the electric vehicle (EV) industry would be hard pressed to name more than a handful of EV battery suppliers.

Most would quickly name Japan’s Panasonic and South Korea’s Samsung and LG Chem, as well as reference the Gigafactoy that Panasonic and Tesla opened this past January in Nevada. A few of the more knowledgeable would also name BYD, a leading electric vehicle manufacturer in China that is also one of the world’s largest battery suppliers.

Other than those names, however, and perhaps one or two other lesser known players, the list would end there.

 

Nearly everyone would be surprised to learn that there are now more than 140 EV battery manufacturers in China, busily building capacity in order to claim a share of what will become a $240 billion global industry within the next 20 years. As in all things auto, EVs and the batteries that will power them promise to be big industries in China.

A $240 billion industry

The math is simple. Respected auto analysts like those at Bernstein, a Wall Street research and securities firm, are predicting that EVs will account for as much as 40% of global vehicle purchases in 20 years. Since almost 100 million vehicles are produced and sold globally, that means that the annual market for EVs will be 40 million, even if the total global vehicle build does not increase between now and then.

Assuming that battery prices reach parity with the $6,000 cost of an internal combustion engine, a $240 billion battery industry is now in the making. Due to its well-publicized problems combatting air pollution, China will lead the way in EVs, as well as in batteries.

Read more: Why China Is Leading The World’s Boom In Electric Vehicles

In order to meet projected demand, battery cell manufacturing capacity globally will need to increase dramatically, which is why China’s battery makers are aggressively expanding. When Tesla and Panasonic announced in 2014 their plans to build a “Gigafactory” capable of producing 35 Gigawatt hours (GWh) of battery cells every year, that was big news. (A GWh is equal to one million kilowatt hours.) After all, the entire battery capacity in the world at the time was less than 50 GWh.

A great deal has changed over the last three years, though. Led by China, battery cell manufacturing capacity has more than doubled to 125 GWh, and is projected to double again to over 250 GWh by 2020. Even that will not be nearly enough. Total cell production capacity will need to increase tenfold from 2020 to 2037, the equivalent of adding 60 new Gigafactories, during that period.

 

Shifting towards China

Battery technology originated in Japan; was then further developed by companies in Korea; and is now shifting strongly toward China. China’s cell production already has a larger share of global production than Japan’s, and China’s global market share is projected to rise to more than 70% by 2020.

BYD 2 960x0

This photo taken on May 22, 2017 shows a car passing new electric vehicles parked in a parking lot under a viaduct in Wuhan, central China’s Hubei province. (STR/AFP/Getty Images)

Rapid market growth for EVs in China, as well as the tendency for Chinese auto assemblers to use homegrown products, augurs well for China’s continued leadership in battery cell manufacturing. According to Roland Berger’s E-mobility Index Q2 2017 report, locally made lithium-ion cells are used in more than 90% of the EVs produced by Chinese manufacturers.

Read more: The Electric Car Market Has A ‘Chicken Or Egg’ Problem — And China Is Solving It

With so many Chinese companies hoping to enter the battery sweepstakes, China’s government is considering policies that will set minimum production capacities for battery manufacturers as a way to further strengthen its position as a global leader. Although not yet official, Beijing would like Chinese manufacturers to have a production volume of at least 3 to 5 GWh per year. Separately, Beijing released draft guidelines at the end of 2016 stipulating that battery manufacturers would need to have at least 8 GWh of production capacity in order to qualify for subsidies. As a signal to the market, the government is planning to back the development of only those battery companies with annual production capacities of 40 GWh or more.img_0160

Who the government is championing

While Panasonic is the world’s largest supplier of electric vehicle batteries globally, Chinese companies are catching up.

Based in Shenzhen, BYD — which stands for “Build Your Dream” — is a Hong Kong listed, Chinese car company that in 2016 produced almost 500,000 cars and buses, approximately 100,000 of which were EVs or plug-in hybrids. Consistent with BYD’s strategy of vertical integration, it also has 20 GWh of battery cell capacity and is China’s largest battery maker.

In 2008, a subsidiary of Warren Buffet’s Berkshire Hathaway invested $230 million in BYD, which at the time represented a 10% stake in the company. BYD is now valued in the marketplace at $16.9 billion.

Read more: China And The U.S. Supercharge The Growing Global Electric Vehicle Industry

CATL is another leading Chinese battery company. Founded in 2011 and headquartered in Ningde, Fujian province, CATL focuses on the production of lithium-ion batteries and the development of energy storage systems. With manufacturing bases in Qinghai, Jiangsu, and Guangdong provinces, CATL has 7.7 GWh of battery capacity and plans to have battery production capacity of 50 GWh by 2020. Like BYD, CATL is the type of company that the Chinese government wants to support and promote as a national champion.

Companies to watch

Other companies to watch are Tianjin based Lishen Battery and Hangzhou’s Wanxiang Group.

BYD 3960x0

State Grid Corp. of China (SGCC) battery packs sit on display in the showroom of Wanxiang Group Corp. in Hangzhou, China in September 2016. (Photographer: Qilai Shen/Bloomberg)

Lishen has production bases in Bejing, Qingdao, Suzhou, Wuhan, Ningbo, Shenzhen and Mianyang, and plans to have 20 GWh of battery cell capacity by 2020. And Wanxiang is one of China’s largest private companies and one of the country’s leading automotive components suppliers. In 1994, Wanxiang established a U.S. company in Elgin, Illinois. Since then, Wanxiang has made over two dozen acquisitions in the United States, including A123, a battery maker that had gone into bankruptcy, in 2013, and Fisker Automotive in 2014.

The flip side to the coming Electric Revolution, of course, is that for every battery pack that is put into a vehicle, one less internal combustion engine is needed. While the growth of EVs will give rise to a large global battery industry, it will also make obsolete the substantial investments that have been made in global engine and engine component capacity.

Watch a Video on the NEW 

Tenka Power Max SuperCap Battery Pack for 18650 and 21700 Markets

Super Capacitor Assisted Silicon (and graphene) Nanowire Batteries for EV and Small Form Factor Markets. A New Class of Battery /Energy Storage Materials is being developed to support the High Energy – High Capacity – High Performance High Cycle Battery Markets.

“Ultrathin Asymmetric Porous-Nickel Graphene-Based
Supercapacitor with High Energy Density and Silicon Nanowire,”

A New Generation Battery that is:

 Energy Dense
 High Specific Power
 Simple Manfacturing Process
 Low Manufacturing Cost
 Rapid Charge/ Re-Charge
 Flexible Form Factor
 Long Warranty Life
 Non-Toxic
 Highly Scalable

Key Markets & Commercial Applications

 EV, (18650 & 21700); Drone and Marine Batteries
 Wearable Electronics and The Internet of Things
Estimated $240B Market by 2037 

U of Washington: Fast, Cheap method to make supercapacitor electrodes for EV’s and High-Powered Lasers


UW SuperCap id47473

Supercapacitors are an aptly named type of device that can store and deliver energy faster than conventional batteries. They are in high demand for applications including electric cars, wireless telecommunications and high-powered lasers.

But to realize these applications, supercapacitors need better electrodes, which connect the supercapacitor to the devices that depend on their energy. These electrodes need to be both quicker and cheaper to make on a large scale and also able to charge and discharge their electrical load faster. A team of engineers at the University of Washington thinks they’ve come up with a process for manufacturing supercapacitor electrode materials that will meet these stringent industrial and usage demands.
The researchers, led by UW assistant professor of materials science and engineering Peter Pauzauskie, published a paper on July 17 in the journal Nature Microsystems and Nanoengineering (“Rapid synthesis of transition metal dichalcogenide–carbon aerogel composites for supercapacitor electrodes”) describing their supercapacitor electrode and the fast, inexpensive way they made it.
Their novel method starts with carbon-rich materials that have been dried into a low-density matrix called an aerogel. This aerogel on its own can act as a crude electrode, but Pauzauskie’s team more than doubled its capacitance, which is its ability to store electric charge.
These inexpensive starting materials, coupled with a streamlined synthesis process, minimize two common barriers to industrial application: cost and speed.
“In industrial applications, time is money,” said Pauzauskie. “We can make the starting materials for these electrodes in hours, rather than weeks. And that can significantly drive down the synthesis cost for making high-performance supercapacitor electrodes.”
A coin-cell battery
Full x-ray reconstruction of a coin cell supercapacitor.
Effective supercapacitor electrodes are synthesized from carbon-rich materials that also have a high surface area. The latter requirement is critical because of the unique way supercapacitors store electric charge. While a conventional battery stores electric charges via the chemical reactions occurring within it, a supercapacitor instead stores and separates positive and negative charges directly on its surface.
“Supercapacitors can act much faster than batteries because they are not limited by the speed of the reaction or byproducts that can form,” said co-lead author Matthew Lim, a UW doctoral student in the Department of Materials Science & Engineering. “Supercapacitors can charge and discharge very quickly, which is why they’re great at delivering these ‘pulses’ of power.”
“They have great applications in settings where a battery on its own is too slow,” said fellow lead author Matthew Crane, a doctoral student in the UW Department of Chemical Engineering. “In moments where a battery is too slow to meet energy demands, a supercapacitor with a high surface area electrode could ‘kick’ in quickly and make up for the energy deficit.”
To get the high surface area for an efficient electrode, the team used aerogels. These are wet, gel-like substances that have gone through a special treatment of drying and heating to replace their liquid components with air or another gas. These methods preserve the gel’s 3-D structure, giving it a high surface area and extremely low density. It’s like removing all the water out of Jell-O with no shrinking.
“One gram of aerogel contains about as much surface area as one football field,” said Pauzauskie.
Crane made aerogels from a gel-like polymer, a material with repeating structural units, created from formaldehyde and other carbon-based molecules. This ensured that their device, like today’s supercapacitor electrodes, would consist of carbon-rich materials.
Previously, Lim demonstrated that adding graphene — which is a sheet of carbon just one atom thick — to the gel imbued the resulting aerogel with supercapacitor properties. But, Lim and Crane needed to improve the aerogel’s performance, and make the synthesis process cheaper and easier.
In Lim’s previous experiments, adding graphene hadn’t improved the aerogel’s capacitance. So they instead loaded aerogels with thin sheets of either molybdenum disulfide or tungsten disulfide. Both chemicals are used widely today in industrial lubricants.
The researchers treated both materials with high-frequency sound waves to break them up into thin sheets and incorporated them into the carbon-rich gel matrix. They could synthesize a fully-loaded wet gel in less than two hours, while other methods would take many days. After obtaining the dried, low-density aerogel, they combined it with adhesives and another carbon-rich material to create an industrial “dough,” which Lim could simply roll out to sheets just a few thousandths of an inch thick. They cut half-inch discs from the dough and assembled them into simple coin cell battery casings to test the material’s effectiveness as a supercapacitor electrode.
A coin-cell battery
Slice from x-ray computed tomography image of a supercapacitor coin cell assembled with the electrode materials. The thin layers — just below the coin cell lid — are layers of electrode materials and a separator. (Image: William Kuykendall)
Not only were their electrodes fast, simple and easy to synthesize, but they also sported a capacitance at least 127 percent greater than the carbon-rich aerogel alone.
Lim and Crane expect that aerogels loaded with even thinner sheets of molybdenum disulfide or tungsten disulfide — theirs were about 10 to 100 atoms thick — would show an even better performance. But first, they wanted to show that loaded aerogels would be faster and cheaper to synthesize, a necessary step for industrial production. The fine-tuning comes next.
The team believes that these efforts can help advance science even outside the realm of supercapacitor electrodes. Their aerogel-suspended molybdenum disulfide might remain sufficiently stable to catalyze hydrogen production. And their method to trap materials quickly in aerogels could be applied to high capacitance batteries or catalysis.
Source: By James Urton, University of Washington

 

Volvo goes ALL EV/ Hybrid by 2019 ~ Is it a BIG Deal? + Video NextGen ‘Battery Pack’ that could propel Tesla ‘S’ 2X farther at 1/2 the Cost


Still from animation - Mild hybrid, 48 volts

Original Report from IDTechEX

Volvo Cars has been in the news recently in relation to their announcement this Wednesday on their decision to leave the internal combustion engine only based automotive industry.   The Chinese-European company announced that from 2019 all their vehicles will be either pure electric or hybrid electric. In this way it has been argued the company is making a bold move towards electrification of vehicles. Volvo to capture potential market in China The company will launch a pure electric car in 2019 and that is a great move indeed, considering that the company has been owned by Chinese vehicle manufacturer Geely since 2010.

The Chinese electric vehicle market has been booming in the last years reaching a sales level of 350,000 plug-in EVs (pure electric and plug-in hybrid electric cars) in 2016. The Chinese plug-in EV market grew 300% from 2014 to 2015 but cooled down to 69% growth in 2016 vs 2015, still pushing a triple digit growth in pure electric cars. The Chinese government has announced that in 2017 sales will reach 800,000 NEV  (new energy vehicles including passenger and bus, both pure electric and hybrid electric).   IDTechEx believes that China will not make it to that level, but will definitely push the figures close to that mark.

We think that the global plug-in electric vehicle market will surpass 1 million sales per year for the first time at the end of 2017.   Until recently this market has been mostly dominated by Chinese manufacturers, being BYD the best seller of electric cars in the country with 100,000 plug-in EVs sold in 2016. Tesla polemically could not penetrate the market but in 2016 sold around 11,000 units.  

Whilst the owner of Volvo Cars, Geely, is active in China selling around 17,000 pure electric cars per year, it might be that Volvo has now realized that they can leverage on their brand in the Chinese premium market to catch the huge growth opportunity in China and need to participate as soon as possible.   More information on market forecasts can be found in IDTechEx Research’s report Electric Vehicles 2017-2037: Forecasts, Analysis and Opportunities.

Volvo 4 Sedan volvo-40-series-concepts-16-1080x720

Is Volvo Cars’ move a revolutionary one? Not really, as technically speaking the company is not entirely making a bold movement to only 100% “strong” hybrid electric and pure electric vehicles.   This is because the company will launch in 2019 a “mild” hybrid electric vehicles, this is also known in the industry as 48V hybrid electric platform. This is a stepping stone between traditional internal combustion engine companies and “strong” hybrid electric vehicles such as the Toyota Prius.

The 48V platform is being adopted by many automotive manufacturers, not only Volvo. OEMs like Continental developed this platform to provide a “bridge technology”  towards full EVs for automotive manufacturers, providing 6 to 20 kW electric assistance. By comparison, a full hybrid system typically offers 20-40-kW and a plug-in hybrid, 50-90 kW.   Volvo had already launched the first diesel plug-in hybrid in 2012 and the company will launch a new plug-in hybrid platform in 2018 in addition to the launch of the 2019 pure electric vehicle platform.   Going only pure electric and plug-in hybrid electric would be really revolutionary.   See IDTechEx Research’s report Mild Hybrid 48V Vehicles 2017-2027 for more information on 48V platforms.

Tesla Model 3hqdefaultAdditional Information: The Tesla Model ‘S’

The Tesla Model S is a full-sized all-electric five-door, luxury liftback, produced by Tesla, Inc., and introduced on 22 June 2012.[14] It scored a perfect 5.0 NHTSA automobile safety rating.[15] The EPA official rangefor the 2017 Model S 100D,[16] which is equipped with a 100 kWh(360 MJbattery pack, is 335 miles (539 km), higher than any other electric car.[17] The EPA rated the 2017 90D Model S’s energy consumption at 200.9 watt-hours per kilometer (32.33 kWh/100 mi or 20.09 kWh/100 km) for a combined fuel economy of 104 miles per gallon gasoline equivalent (2.26 L/100 km or 125 mpg‑imp).[18] In 2016, Tesla updated the design of the Model S to closely match that of the Model X. As of July 2017, the following versions are available: 75, 75D, 90D, 100D and P100D.[19]

 

Tesla Battery Pack 2014-08-19-19.10.42-1280

 

For more specific details on the updated Tesla Battery Pack go here:

Teardown of new 100 kWh Tesla battery pack reveals new cooling system and 102 kWh capacity

 

 

 

Volvo 3 Truck imagesA radical move would be to drop diesel engines On-road diesel vehicles produce approximately 20% of global anthropogenic emissions of nitrogen oxides (NOx), which are key PM and ozone precursors.   Diesel emission pollutions has been confirmed as a major source of premature mortality. A recent study published in Nature  by the Environmental Health Analytics LLC and the International Council on Clean Transportation both based in Washington, USA found that whilst regulated NOx emission limits in leading markets have been progressively tightened, current diesel vehicles emit far more NOx under real-world operating conditions than during laboratory certification testing. The authors show that across 11 markets, representing approximately 80% of global diesel vehicle sales, nearly one-third of on-road heavy-duty diesel vehicle emissions and over half of on-road light-duty diesel vehicle emissions are in excess of certification limits.   These emissions were associated with about 38,000 premature deaths globally in 2015.

The authors conclude that more stringent standards are required in order to avoid 174,000 premature deaths globally in 2040.   Diesel cars account for over 50 percent of all new registrations in Europe, making the region by far the world’s biggest diesel market. Volvo Cars, sells 90 percent of its XC 90 off roaders in Europe with diesel engines.   “From today’s perspective, we will not develop any more new generation diesel engines,” said Volvo’s CEO Hakan Samuelsson told German’s Frankfurter Allgemeine Zeitung in an interview .   Samuelsson declared  that Volvo Cars aims to sell 1 million “electrified” cars by 2025, nevertheless he refused to be drawn on when Volvo Cars will sell its last diesel powered vehicle.

Goldman Sachs believes  a regulatory crackdown could add 300 euros ($325) per engine to diesel costs that are already some 1,300 euros above their petrol-powered equivalents, as carmakers race to bring real NOx emissions closer to their much lower test-bench scores. Scandinavia’s vision of a CO2-free economy Volvo’s decision should also be placed in a wider context regarding the transition to an environmentally sustainable economy.

Scandinavia’s paper industry has made great strides towards marketing itself as green and eco-aware in the last decades, so much so that countries like Norway have tripled the amount of standing wood in forests compared to 100 years ago. Energy supply is also an overarching theme, with each one of the four Scandinavian countries producing more than 39% of their electricity with renewables (Finland 39%, Sweden and Denmark 56%, Norway 98%). Finally, strong public incentives have made it possible for electric vehicles to become a mainstream market in Norway, where in 2016, one in four cars sold was a plug-in electric, either pure or hybrid.   It is then of no surprise that the first battery Gigafactory announcement in Europe came from a Swedish company called Northvolt (previously SGF Energy).

The Li-ion factory will open in 4 steps, with each one adding 8 GWh of production capacity. This gives a projected final output of 32 GWh, but if higher energy cathodes are developed, 40-50 GWh capacity can be envisioned. A site has not yet been identified, but the choice has been narrowed down to 6-7 locations, all of them in the Scandinavian region. The main reasons to establish a Gigafactory there boil down to the low electricity prices (hydroelectric energy), presence of relevant mining sites, and the presence of local know-how from the pulp & paper industry.   After a long search for a European champion in the EV market, it finally seems that Sweden has accepted to take the lead, and compete with giants like BYD and rising stars like Tesla. This could be the wake-up call for many other European car makers, which have been rather bearish towards EV acceptance despite many bold announcements.   To learn more about IDTechEx’s view on electric vehicles, and our projections up to 2037, please check our master report on the subject http://www.IDTechEx.com/ev .

Top image source: Volvo Cars Learn more at the next leading event on the topic: Business and Technology Insight Forum. Korea 2017 on 19 – 21 Sep 2017 in Seoul, Korea hosted by IDTechEx.

More Information on ‘NextGen Magnum SuperCap-Battery Pack’ that could propel a Tesla Model ‘S’ 90% farther (almost double) and cost 1/2 (one-half) as much: Video

 

Volvo Places ‘BIG Bet’ on the Electric Vehicle (EV) Market (w/video Tenka Magnum ‘Battery Pack’)


Volvo EC rd1707_volvo

One of the most well-known car companies in the world is placing a big bet on the future of alternative energy.

Volvo announced on Wednesday it would produce every car model with an electric motor starting in 2019.

This move marks the first time a traditional automaker has decided to phase out the use of traditional combustion engines in their vehicles.

Volvo’s portfolio will be comprised of a mix of electrified and hybrid cars across a variety of model ranges.

The company plans on launching the first five fully electric models between 2019 and 2021, which will be supplemented by a mix of petrol and diesel plug in hybrid and mild hybrid 48 volt options on all models, according to the announcement.

Volvo’s goal is to sell an approximate 1 million electrified cars by 2025.

Combustion engines will still be part of Volvo’s cars for 2018, but this decision signifies a real shift in auto manufacturers’ interest in electric and hybrid vehicles as they contend with factors like stricter emissions regulations.

“This is about the customer,” said Håkan Samuelsson, president and chief executive of Volvo, in a statement. “People increasingly demand electrified cars and we want to respond to our customers’ current and future needs. You can now pick and choose whichever electrified Volvo you wish.”

Specific details regarding the models of the electric powered vehicles will be provided at a later date.

Tenka Power Max SuperCap Battery Pack for 18650 and 21700 Markets

Published on Apr 26, 2017

Super Capacitor Assisted Silicon Nanowire Batteries for EV and Small Form Factor Markets. A New Class of Battery /Energy Storage Materials is being developed to support the High Energy – High Capacity – High Performance High Cycle Battery Markets.

“Ultrathin Asymmetric Porous-Nickel Graphene-Based
Supercapacitor with High Energy Density and Silicon Nanowire,”

A New Generation Battery that is:

 Energy Dense
 High Specific Power
 Simple Manfacturing Process
 Low Manufacturing Cost
 Rapid Charge/ Re-Charge
 Flexible Form Factor
 Long Warranty Life
 Non-Toxic
 Highly Scalable

Key Markets & Commercial Applications

 EV, (18650 & 21700); Drone and Marine Batteries
 Wearable Electronics and The Internet of Things
 Estimated $112B Market by 2025

Large Emissions from the Electric Car (EV) Battery Makers – Tesla an ‘Eco-Villain’?


EV Battery Villans Elfordon-Nevs-700-394-ny-teknik

Electric power: When batteries are eco-villains in the production, according to a new report. Photo: Tomas Oneborg / SvD / TT

Huge hopes tied to electric cars as the solution to automotive climate problem. But the electric car batteries are eco-villains in the production. Several tons of carbon dioxide has been placed, even before the batteries leave the factory.

IVL Swedish Environmental Research Institute was commissioned by the Swedish Transport Administration and the Swedish Energy Agency investigated lithium-ion batteries climate impact from a life cycle perspective. There are batteries designed for electric vehicles included in the study. The two authors Lisbeth Dahllöf and Mia Romare has done a meta-study that is reviewed and compiled existing studies.

The report shows that the battery manufacturing leads to high emissions. For every kilowatt hour of storage capacity in the battery generated emissions of 150 to 200 kilos of carbon dioxide already in the factory. The researchers did not study individual bilmärkens batteries, how these produced or the electricity mix they use. But if we understand the great importance of play battery take an example: Two common electric cars on the market, the Nissan Leaf and the Tesla Model S, the batteries about 30 kWh and 100 kWh.

Even when buying the car emissions have already occurred, corresponding to approximately 5.3 tons and 17.5 tons, the batteries of these sizes. The numbers can be difficult to relate to. As a comparison, a trip for one person round trip from Stockholm to New York by air causes the release of more than 600 kilograms of carbon dioxide, according to the UN organization ICAO calculation.

Another conclusion of the study is that about half the emissions arising from the production of raw materials and half the production of the battery factory. The mining accounts for only a small proportion of between 10-20 percent.

Read more: “The potential electric car the main advantage”

The calculation is based on the assumption that the electricity mix used in the battery factory consists of more than half of the fossil fuels. In Sweden, the power production is mainly of fossil-nuclear and hydropower why lower emissions had been achieved.

The study also concluded that emissions grow almost linearly with the size of the battery, even if it is pinched by the data in that field. It means that a battery of the Tesla-size contributes more than three times as much emissions as the Nissan Leaf size. It is a result that surprised Mia Romare.

– It should have been less linear as the electronics used is not increased to the same extent. But the battery cells are so sensitive as production looks today, she says.

– One conclusion is that you should not run around with unnecessarily large batteries, says Mia Romare

The authors emphasize that a large part of the study has been about finding out what data is available and find out what quality they are. They have in many cases been forced to conclude that it is difficult to compare existing studies together.

 

We’ve been frustrated, but it is also part of the result, says Lisbeth Dahllöf.

His colleague, Mats-Ola Larsson at IVL has made a calculation of how long you have to drive a petrol or diesel before it has released as much carbon dioxide as battery manufacturing has caused. The result was 2.7 years for a battery of the same size as the Nissan Leaf and 8.2 years for a battery of the Tesla-size, based on a series of assumptions (see box below).

– It’s great that companies and authorities for ambitious environmental policies and buying into climate-friendly cars. But these results show that one should consider not to choose an electric car with a bigger battery than necessary, he says, noting that politicians should also take this on in the design of instruments.

An obvious part to look at the life cycle analysis is recycling. The authors note that the characteristics of the batteries is the lack of the same, since there is no financial incentive to send batteries for recycling, as well as the volumes are still small.

Cobalt, nickel and copper are recovered but not the energy required to manufacture electrodes, says Mia Romare and points out that the point of recycling the resource rather than the reduction of carbon emissions.

Peter Kasche the report originator Energy Agency emphasizes the close of the linear relationship between the battery size and emissions is important.

– Somehow you really get to see so as to optimize the batteries. One should not run around with a lot of kilowatt hours unnecessarily. In some cases, a plug-in hybrid to be the optimum, in other cases a clean vehicle battery.

So counted IVL

Mats-Ola Larsson has made a number of assumptions in the calculation of emissions from a battery of the Nissan Leaf size and a battery of Tesla’s size takes 2.7 and 8.2 years to “run together into” a normal petrol or diesel:

The average emissions of new Swedish cars in 2016 were 126 grams of carbon dioxide per kilometer. The value has been adjusted to 130 because some of the cars that are classified as electric vehicles are plug-in hybrids, which sometimes runs on fossil fuels.

While adoption of petrol and diesel have 18 percent renewable fuels, which affect emissions.

Average Mileage per year is 1224 mil under Traffic Analysis.

New “Instantly Rechargeable” Flow Battery could Dramatically Change EV Market


IN BRIEF

Purdue researchers have developed a flow battery that would allow electric cars to be recharged instantly at stations like conventional cars are. The technology is clean, safe, and cheap.

GO WITH THE FLOW

Purdue researchers have developed technology for an “instantly rechargeable” battery that is affordable, environmentally friendly, and safe. Currently, electric vehicles need charging ports in convenient locations to be viable, but this battery technology would allow drivers of hybrid and electric vehicles to charge up much like drivers of conventional cars refill quickly and easily at gas stations.

This breakthrough would not only speed the switch to electric vehicles by making them more convenient to drive, but also reduce the amount of new supportive infrastructure needed for electric cars dramatically. 

Purdue University professors John Cushman and Eric Nauman teamed up with doctoral student Mike Mueterthies to co-found Ifbattery LLC (IF-battery) for commercializing and developing the technology.
Image Credit: John Cushman/Purdue

The new model is a flow battery, which does not require an electric charging station to be recharged. Instead, all the users have to do is replace the battery’s fluid electrolytes — rather like filling up a tank. 

This battery’s fluids from used batteries, all clean, inexpensive, and safe, could be collected and recharged at any solar, wind, or hydroelectric plant. Electric cars using this technology would arrive at the refueling station, deposit spent fluids for recharging, and “fill up” like a traditional car might.

CLEANER, FASTER BATTERY TECHNOLOGY

This flow battery system is unique because, unlike other versions of the flow battery, this one lacks the membranes which are both costly and vulnerable to fouling. 

“Membrane fouling can limit the number of recharge cycles and is a known contributor to many battery fires,” Cushman said in a press release. “Ifbattery’s components are safe enough to be stored in a family home, are stable enough to meet major production and distribution requirements, and are cost effective.”

What’s My Range? Electric Vehicles (Click to View Full Infographic)

Transitioning existing infrastructure to accommodate cars using these batteries would be far simpler than designing and building a host of new charging stations — which is Tesla’s current strategy. Existing pumps could even be used for these battery chemicals, which are very safe.

“Electric and hybrid vehicle sales are growing worldwide and the popularity of companies like Tesla is incredible, but there continues to be strong challenges for industry and consumers of electric or hybrid cars,” Cushman said in the press release. “The biggest challenge for industry is to extend the life of a battery’s charge and the infrastructure needed to actually charge the vehicle.”

When can we expect to see these batteries in use? 
The biggest hurdle isn’t the materials, which are cheap and plentiful, but person power. The researchers still need more financing to complete research and development to put the batteries into mass production.

 To overcome this problem, they’re working to publicize the innovation in the hopes of drawing interest from investors.

References: Purdue, Purdue Research Park

New Battery Could Power Electric Cars 620 Miles (@ 1,000km) on Single Charge



The average American drives about 30 miles (48 kilometers) per day, according to AAA, yet many people are still reluctant to buy electric cars that can travel three times that distance on a single charge. 

This so-called range anxiety is one reason gasoline-powered vehicles still rule the road, but a team of scientists is working to ease those fears.

Mareike Wolter, Project Manager of Mobile Energy Storage Systems at Fraunhofer-Gesellschaft in Dresden, Germany, is working with a team on a new battery that would give electric cars a range of about 620 miles (1,000 km) on a single charge.



Wolter said the project began about three years ago when researchers from Fraunhofer as well as ThyssenKrupp System Engineering and IAV Automotive Engineering started brainstorming about how they could improve the energy density of automotive lithium batteries. 



They turned to the popular all-electric car, the Tesla, as a starting point. Tesla’s latest vehicle, the Model S 100D has a 100-kilowatt-hour battery pack, which reportedly gives it a range of 335 miles (540 km). 

The pack is large, about 16 feet long, 6 feet wide and 4 inches thick. It contains more than 8,000 lithium-ion battery cells, each one individually packaged inside a cylinder housing that measures about 2 to 3 inches (6 to 7 centimeters) high and about 0.8 inches (2 cm) across.

“We thought if we could use the same space as the battery in the Tesla, but improve the energy density and finally drive 1,000 km, this would be nice,” Wolter told Live Science.

One way of doing this would be to refine the materials inside the battery so that it could store more energy, she said. But another way would be to improve the system’s design as a whole, Wolter said. 

Nearly 50 percent of each cell is devoted to components such as the housing, the anode (the battery’s negative terminal), the cathode (the battery’s positive terminal) and the electrolyte, the liquid that transports the charged particles. 

Additional space is needed inside the car to wire the battery packs to the vehicle’s electrical system.

“It’s a lot of wasted space,” Wolter said. “You have a lot of inactive components in the system, and that’s a problem from our point of view.”

The scientists decided to reimagine the entire design, they said.


An illustration that shows how the new electric battery is stacked like a ream of paper. Credit: Fraunhofer IKTS

To do so, they got rid of the housings that encase individual batteries and turned to a thin, sheet-like design instead of a cylinder. 

Their metallic sheet is coated with an energy-storage material made from powdered ceramic mixed with a polymer binder. One side serves as the cathode, and other side serves as the anode.

The researchers stacked several of these so-called bipolar electrodes one on top of the other, like sheets of paper in a ream, separating the electrodes by thin layers of electrolyte and a material that prevents electrical charges from shorting out the whole system.

The “ream” is sealed within a package measuring about 10 square feet (1square meter), and contacts on the top and bottom connect to the car’s electrical system.

The goal is to build a battery system that fits in the same space as the one used by Tesla’s vehicles or other electric vehicles, the researchers said.

“We can put more electrodes storing the energy in the same space,” Wolter said.

She added that the researchers aim to have such a system ready to test in cars by 2020.

Original article on Live Science.

MIT: Tesla Not the Only Battery Game in Town ~ Electric Cars Could Be Cheaper Than Internal Combustion by 2030


German chancellor Angela Merkel visits Accumotive’s plant in Kamenz, Germany.

Tesla gets the headlines, but big battery factories are being built all over the world, driving down prices.

Battery production is booming, and Tesla is far from the only game in town.

According to Bloomberg New Energy Finance, global battery production is forecast to more than double between now and 2021. The expansion is in turn driving prices down, good news both for the budding electric-car industry and for energy companies looking to build out grid-scale storage to back up renewable forms of energy.


While Tesla gets tons of attention for its “gigafactories”—one in Nevada that will produce batteries, and another in New York that will produce solar panels
—the fact is, the company has a lot of battery-building competition.

Exhibit A is a new battery plant in Kamenz, Germany, run by Accumotive. The half-billion-euro facility broke ground on Monday with a visit from German chancellor Angela Merkel and will supply batteries to its parent company, Daimler, which is betting heavily on the burgeoning electric-vehicle market.

But the lion’s share of growth is expected to be in Asia. BYD, Samsung, LG, and Panasonic (which has partnered with Tesla) are all among the world’s top battery producers, and nine of the world’s largest new battery factories are under construction in China (paywall), according to Benchmark Minerals.

That competition means the steady downward trend in battery prices is going to continue. On a per-kilowatt-hour basis, costs have fallen from $542 in 2012 to around $139 today, according to analysis by Benchmark.

That makes for a huge difference in the cost of an electric car, of which 40 percent is usually down to the battery itself.


Bloomberg’s analysts have already said that the 2020s could be the decade in which electric cars take off—and one even went so far as to say that by 2030, electric cars could be cheaper than those powered by internal combustion.

Those watching the industry might worry that a flood of cheap batteries could end up hurting profitability for producers, as happened in the solar-panel business.

That could happen, but India and China, two huge rising automotive markets, are bullish about using electric cars to help solve problems like traffic congestion and air pollution. So even as supply ramps up, there is likely to be plenty of demand to go around.

MIT Technology Review: M. Reilly Sr. Editor

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