Open Access Article Originally Published: June 06, 2006
At the time of the first AABC (Advanced Automotive Battery Conference) in Las Vegas in 2001, it was widely expected that the 12-volt automotive battery (14-volt PowerNet) would progressively be replaced by a 36-volt battery (42-volt PowerNet), in order to cope with increased electrical loads. Since then there have been improvements in the output available from high output 14-volt alternators, and also some success in engineering lower power solutions. It was also found that the total cost of switching from a 14-volt to a 42- volt PowerNet would be too high for mass market automobiles. A general switch from 14-volt (12-volt battery) to 42-volt (36-volt battery) for conventional automobiles is now regarded as extremely unlikely.
The emphasis has now switched to hybrid electric vehicles (HEV), the best known of which is of course the Toyota Prius. At this years AABC meeting, the greatest interest was in high voltage hybrid electric vehicles and plug-in HEV's. Once again, Menahem Anderman – the Conference Organiser – provided an excellent "road map" of the range of hybrid-vehicle configurations:
My own background is in lead-acid battery technology, so it was disappointing to hear that lead-acid will have a limited application in the HEV market. It is likely that it will be suitable for micro/mild hybrids only, but most of the current HEV developments are for strong hybrids. NiMH is the only clear battery choice for current vehicles and for new vehicle developments through to 2010. However, from 2010 onwards, Li-ion may start to replace NiMH. The high price of nickel will continue to have an impact on the cost of the NiMH battery, whereas eventually the Li-ion battery should see cost reductions and will be able to compete with NiMH on price. There are still concerns about Li-ion, partly technical, partly safety. NiMH still has issues with self-discharge and low temperature performance. Even with strong hybrids, a 12-volt lead-acid battery may be used for starting, because of the poor low temperature performance of NiMH and Li-ion in comparison with lead-acid.
Panasonic (Matsushita) and Sanyo are the major suppliers of NiMH batteries for existing hybrids. They are also developing Li-ion batteries for HEV's. These are claimed to have a longer life and higher power performance than currently available Li-ion batteries. However, the existing manufacturers of small Li-ion cells/ batteries (e.g. for consumer applications) see the potential market for Li-ion batteries in hybrid electric vehicles as unimportant compared with their existing markets.
A great deal of research effort is being poured into improved Li-ion battery systems, particularly in respect of reliability and safety. For example, A123 systems have a version of the phosphate based lithium ion battery technology, in which an aluminium electrode inside the battery is coated with nano-scale particles (a few hundred atoms in size), of lithium metal phosphate. They claim that this battery has a greater tolerance to overcharge and improved safety. However, the system cost and complexity for a high voltage HEV is still not clear.
One of the most interesting sessions was the one on plug-in hybrids. Interest in this concept seems to have increased significantly in recent months. A larger battery is needed, dependent on the electric-only range requirement e.g. for 20m or 40m range. This adds cost and weight and may require a compromise with passenger and/or luggage space. The plug-in ability can offer the benefits of significant fuel savings, dependent on the duty cycle. The owner does not have to utilise the plug-in feature, but any fuel saving benefit will be lost if he does not do so. Also, from the viewpoint of overall efficiency, it may be better to use blended power throughout the drive cycle, rather than all electric for the first 20 or so miles. Battery life also becomes more of an issue if the battery is regularly deeply discharged. This is an interesting concept, and has gained US Government funding for further development. However at the moment it is not clear whether a cost/ benefit analysis will show a net benefit for this concept compared with existing strong hybrids. Certainly Toyota seem very cautious about this concept. Toyota's view on Plug-in hybrids is that they may offer reduced life cycle CO2 and reduced fuel consumption. However, to reach this vision, breakthroughs in battery technology are needed, including capacity, durability and cost. Toyota believe that with the state of the current technology, Plug-in HV is not commercially or technically feasible.
This Conference was very much geared to US experience and markets. Neither USA nor Japan has a significant market for diesel automobiles, whereas in Europe up to 50% of the market is for diesel engine vehicles. Some studies in the UK have even shown that a diesel engine auto can show fuel economy equivalent to a similar sized hybrid. For US automakers, the strategy is also to develop hybrid power trains for the least fuel-efficient vehicles rather than for the smaller, high volume conventional autos. My personal viewpoint here in the UK is that I really cannot understand the American love affair with gas-guzzling SUV's. However, the point was made that the American love affair with large SUV's is unlikely to end any time soon, in spite of rising gas prices. In order to gain a "greener" image the major automakers are developing hybrid SUV's with better fuel economy than conventional SUV's. However, the hybridisation of the power train of SUV's is also aimed partly at improved performance, not just fuel economy.
Toyota are still the market leader in the development of electric vehicles. They estimate sales of 1m vehicles p.a. by early next decade. The Toyoto Prius is the best known, and the Lexus RX 400h, Highlander Hybrid, GS 450h, and Camry HV have all been added to the HEV product line-up. The GS 450h has been designed with performance in mind rather than fuel saving.
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Reader Comments
7 comments so far...
03-Aug-2006
30037
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Andy, most all of use know the breakthrough that NEC, A123 and MIT have all accomplished with their new battery and UCAP technology in regards to charge time and longevity. Problem is when you "fill up" a car with a half discharged 100+ Kw battery pack in 5 minutes times many other thousand cars in the area you run in to a number of issues. One is the local grid possibly collapsing under that load, not to mention the amount of EMR coming off the equipment hooked in to the vehicle if charging at that rate (eg 600 Kw/h if recharging 50 Kw of battery in 5 min).
So yes it's cool that the new tech can do it, just that there are rather large issue that arise at high charge rates. Balancing the grid when so many vehicles are charging at that rate would be a real PITA. Better to charge our future EVs and/or PHEVs at a more sedate and reasonable 20-40 Kw/h rate off a garage plug or something like (power outlets in conjunction with parking meters anyone?).
Posted by: Matt Mc
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10-Jul-2006
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Great post Andy. The technology is here. It's being designed into hybrid and electric cars as we speak. Game over.
Posted by: Neil Lyda
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12-Jun-2006
24978
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Allen: no sign of the Toshiba battery. However the A123 systems one mentioned in the article is what is inside the new 36V DeWalt power tools just now starting to be sold.
Posted by: skids -
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25-Jun-2006
26539
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There is a real breakthrough that A123 system has achieved. It apparently is being overlooked but as soon as I heard it, I knew it was the Holy Grail we been looking for… and I don’t seem to understand how no one else is seeing it,
THE BATTERY CAN BE RECHARED (90%) IN JUST 5 MINUTES. I don’t think anyone really understand this is the Holy Grail, this is the real breakthrough. Their battery are 5 times more powerful than the current metal hydride. Now you can make a battery power car that can go 100 miles+, stop to recharge at you local gas station (every gas station has electricity) as long as it takes you to fill up your car, you recharged your batteries at a cost of equivalent to a $1.00 a gallon. BTW - The cost of the car, is less than you pay now because there is no gas engine in it. Does anyone else get it?
- Andy Jerry afjerry@yahoo.com
Posted by: Andy Jerry
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06-Jun-2006
24095
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Great report. For now, auto companies can do no wrong by pressing full steam with full hybrid gas-electric, trying to squeeze as much efficiency as possible out of what ever fuel that will be used in that hybrid. Then, when the day comes that large-size auto batteries will become cost-effective, then the switch can be made almost instantly to convert these full hybrids into PHEV. If the day won't come any time soon, these super-efficient full hybrids can be easily made to run on renewable methane and hydrogen at much lower cost than renewable liquid fuels, given the higher cost, more complex and less efficient processes of synthesizing liquid fuels from renewable energy sources.
Posted by: Roger Pham
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08-Jun-2006
24312
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Great report. It shows the hybrid automakers are really serious about improved batteries. With the demand already here the products will be here as soon as someone is ready to jump ahead.
The only hybrid I did't see was the one I coined, the nano hybrid. It started in 1910 with the invention of the battery starter by Charles Kettering. We have stayed nano too long and it's good we are finally moving ahead.
Posted by: jim stack
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07-Jun-2006
24111
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We keep seeing press releases from companies, such as Toshiba claiming to have produced nano-tech. Lithium Ion or Polymer batteries that can recharge in minutes. last forever, and provide 10X as much energy as lead acid etc. Supposedly all of the traditional lithium problems, such as overheating have been solved with the addition of Nano technology.
So, what's the hold up. Is it simply a case of the new technology being two expensive? If so, and you're willing to pay, is it possible to buy these batteries at any price.
Posted by: Allen Helton
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