Green Options

The island state’s small size makes for short drives, which are perfect for electric vehicles, and now an innovative network of recharging stations will make the cars even more convenient.

California-based company Better Place will operate the stations on a subscription-based system. Owners could sign-up for a monthly plan or choose to pay as they use. The company will own the batteries, which can run upwards to $11,000, and loan them out to drivers.

A while back, Toshiba unveiled their first foray into advanced lithium ion batteries — the Super-Charge ion Battery, or SCiB. Over the past few days, new information about their cells has emerged. With a 5-minute, 90% charge time and 5000-6000 charge cycles with minimal loss of capacity, it seems a solid competitor to AltairNano’s much vaunted nano-titanate cells.

Toshiba has already demonstrated a laptop that does just that, charging to 90% capacity in 5 minutes. This compares favorably to lithium iron phosphate technology, which should not be charged faster than 15-20 minutes. A partnership with Schwinn is to ship an electric bicycle (”Tailwind”) early next year using an SCiB pack to give a 30 minute recharge time (assumedly slower to avoid the need for a cooling system on the larger pack).

Whatever you do, don’t call it a battery.

A research group at the University of Texas at Austin has taken a carbon-based nanomaterial called graphene, and developed it into a device that has the potential to vastly improve upon the energy storage capacity of batteries. Reportedly, graphene could also double the current maximum storage capacity of the group of battery alternatives known as ultracapacitors.

If the research group’s findings bear out when applied to reality, it could mean a complete phase change in the way we approach energizing not only our transportation sector, but our entire energy infrastructure.

General Motors Chairman and Chief Executive Rick Wagoner, appearing on Capitol Hill, called on Congress to support advanced-battery development in the U.S., which he said lags far behind the government-supported development efforts in Japan and South Korea.

The lengthening lead Japan’s auto makers hold in securing supplies of advanced batteries to power the next generation of automobiles has become a rallying point for the U.S. auto industry in seeking at least $25 billion in government loans.
Over the past decade, Japan’s auto giants have been teaming up with its electronics companies, which have dominated global battery manufacturing for laptop computers, mobile phones and other products.  Now the American auto companies are playing catch-up.

Securing an adequate supply of batteries over the next few years has become a growing concern for auto makers everywhere. The U.S. industry is leery of depending too heavily on foreign battery makers allied with Japanese auto makers, for fear those suppliers would give priority to filling the orders of their Japanese partners.

Political and business heavyweights are rolling out the green carpet in hopes of convincing a Chinese electric car manufacturer to set up shop in the Portland area.

BYD (Build Your Dreams) is China’s largest battery maker, and moving into the automotive industry.  BYD’s first plug-in hybrid planned for the Chinese market will be the F6DM mid-sized sedan in the second half of 2008, and use lithium iron phosphate batteries.  Its top speed is expected to be be 100 mph, with a range of 62 miles in all-electric mode and 267 miles total after the gas engine kicks in.  A fully electric version called the F6E is planned for 2009.  The F6E will be a 5 seater sedan with a top speed of 100 mph, range of 186 miles per charge, and expected battery lifetime of 2,000 cycles, or 373,000 miles.

The company is following this up with the impressive F3DM, which will be smaller, less expensive (selling for around $14,000 in China), and the company claims will have up to a 100 mile range in electric-only mode.  The F6DM styling is being compared to a Toyota Camry, while the F3DM (pictured above) is similar to a Corolla.

Currently BYD plans to sell the cars exclusively in China, expanding sales to Europe in 2-3 years.  However, Portland is trying to entice the company to bring the cars to the United States.

The Berlin electric vehicle project will have more than 100 cars and 500 charging stations.

Germany’s Daimler has teamed up with Essen-based utility RWE on a pilot project in the country’s capital. The project will see more than 100 electric cars on the road and a network of 500 charging stations.  Daimler currently has a pilot project in London, where a test fleet of about 100 first-generation Smart Fortwo electric cars are being used by corporate groups and municipal authorities, including the London Police.

Eva Wiese, a spokeswoman for Daimler, told the Cleantech Group that the new Smart cars in Berlin will have a greater range.

“The London one has 115 kilometers, and we think that with the new battery technology it will be a little better, but we haven’t specified it yet.”

Recent reports have pegged San Carlos, Calif.-based Tesla Motors, maker of the high-speed electric Tesla Roadster, as a battery supplier for Daimler, but the Germany automaker is keeping tight-lipped about its power plans.

Editor’s Note: This post was originally published by the Stanford News Service in December 2007.

Last December, researchers at Stanford University found a way to use silicon nanowires to store 10 times the amount of energy of existing lithium-ion batteries. A laptop that now runs on battery for two hours could operate for 20 hours, but more importantly, this technology can be applied to electric vehicle batteries.

The breakthrough is described in a paper, “High-performance lithium battery anodes using silicon nanowires,” published online Dec. 16 in Nature Nanotechnology. The paper was written by Yi Cui, assistant professor of materials science and engineering, his graduate chemistry student Candace Chan, and five others.

According to Cui: “Given the mature infrastructure behind silicon, this new technology can be pushed to real life quickly.”

Though they may be a little expensive to some of us out there, hybrids are really beginning to flood the market. The darling of them all, the Prius, is finally getting some competition. But what if you wanted to extend the miles per gallon ratio even further, what would you do?

You would follow in the steps of all the nerds and mechanics that came before you, and “do it yourself.”

Plug-In Hybrid kits are becoming more and more prevalent and, as such, a little less expensive (emphasis on the little). Depending on the choice of battery you want to boost your mileage, and reduce your dependency on the fuel in your car, you can pay anywhere between $6,000 and $30,000 and up.

This is a guest post by John Addison, publisher of the Clean Fleet Report.

In 1971, a bright engineer, Dr. Andy Frank, was looking to the future. He knew that oil production had peaked in the U.S. and that cheap oil would later peak globally. He calculated how to get 100 miles per gallon, and then he built a hybrid-electric car.

Andy Frank was all smiles as a crowd of 600 applauded at the Plug-in 2008 Conference in San Jose, California, last week. Many in the crowd now drive plug-in hybrids as part of their fleet demonstration programs. A number in the crowd had converted their personal Toyota Priuses or Ford Escape Hybrids. This was a crowd of plug-in converts.

My name is Rod Adams. I am addicted to my fossil fuel powered vehicles. (The accompanying photo was taken in July 1986.)

I thought it might be worth taking a few minutes to remember that people who developed internal combustion engines were not people focused on selling fossil fuels, they were people interested in solving a very real challenge - energy storage and delivery on a moving vehicle. When all factors are taken into account, fossil fuels provide a compact, lightweight form of energy that can be readily converted to power in device that is moving - sometimes very rapidly and without any connection to the earth.

There are certainly times in all of our lives when we feel like the big oil companies have us over a barrel, but their dominance came as a result of the high performance that their product gave to automobiles, trains, trucks, ships and aircraft. By many measures, their product remains the best technical choice available.

Editor’s note: This post is a lead-in story to the Gas 2.0 interview with Mil Ovan, Senior Vice President and Co-founder of Firefly Energy.

Last week John McCain, the presumptive presidential nominee for the 2008 Republican ticket, suggested that a $300 million government-sponsored competition would be a good way to spur development of next generation battery technologies.

His comments generated debate in the blogosphere and around the United States. Meanwhile, Barack Obama, the presumptive presidential nominee for the Democratic ticket, called McCain’s proposal a gimmick suggesting that $300 million was not enough.

Regardless of my feelings about the proposed competition or the candidates themselves, it got me thinking about just who might win it if it were to become a reality. All that thinking led to this post, and, hopefully, to several others that will look at the most promising next generation battery technologies on the horizon.

This week I’ll start with Firefly Energy.