BMW is using carbon fiber composite unibodies for the electric i3 and i8 models to reduce their weight, thereby increasing their range. Now, Volvo is using carbon fiber in a novel way for EVs. Using carbon fiber it has developed a composite material that acts as a capacitor, storing electrical energy, so theoretically body panels and structural components could act as battery equivalents. Unlike conventional batteries, which add weight to a vehicle, the carbon fiber capacitive body panels wouldn’t just power the vehicles but also reduce weight.
Only weeks after starting up long-delayed production of lithium-ion batteries for the Chevy Volt at their new factory in Holland, Michigan, LG Chem has announced that they are stopping production for up to six weeks because a compound used in that production apparently had not been registered for use in manufacturing with the U.S. Environmental Protection Agency. While no shutdown order was issued by the EPA, the agency recently issued a subpoena to LG Chem, demanding a list of chemicals used at the Holland facility.
LG Chem spokesman Jeremy Hagemeyer said in an email to news agencies, “We discovered the possibility that this material may not be properly registered and made the decision to pause our production until we have that question resolved. We are currently reviewing the registration status and will work with the EPA to resolve the issue quickly. In the meanwhile, we are delaying production activities for approximately 6 weeks until we have confirmed the registration status or otherwise obtain approval from EPA.” (Read More…)
TTAC has borrowed EVs in the past. Nissan even let us snag a Leaf for a week. Since then, I’ve driven every EV on the market except the Model S. (Not for a lack of half-trying, I call Tesla HQ regularly, but am too lazy to visit a Tesla dealer.) Every time I’ve had an EV, the conversation is more about living with the EV than the car itself. This time we’re doing something different. When the review of the spunky little orange Fiat 500e (I’ve decided to name her “Zippy Zappy”) hits in a few weeks, it will be 100% about the car and 0% about EV trials and tribulations. That divorced conversation is happening this week in daily installments.
South Korean LG Chem will finally begin commercial battery production at its Holland , Michigan, in July, Reuters says. The batteries will initially help power GM’s Volt.
Three years ago, at a groundbreaking ceremony for an LG Chem Battery plant in Holland, Michigan, President Obama promised that this and other pants will be “a boost to the economy in the entire region.” The plant made headlines for doing nothing. (Read More…)
Researchers are quickly getting disenchanted by the high price of lithium-ion batteries, paired with a growing number of high-profile incidents involving smoke and fire, Reuters says in an in-depth analysis. Some are looking way beyond Lithium-Ion. Some go back to technology that is older than the car: Lead-Acid. (Read More…)
Energy density isn’t the only reason why battery-powered cars have never caught on. As was highlighted in Tesla’s somewhat less than successful media road trip, the amount of time it takes to fill batteries with electrons can be as significant a factor in the practicality of EVs as the amount of electrons those batteries can hold.
The drama circling around the New York Times test of the Tesla Model S doesn’t surprise me one bit. Why? Because I understand, perhaps at a deeper level than most of the motoring press, how batteries work. Perhaps that has to do with growing up in a family of engineers and scientists, but battery technology has always interested me. So when people from Phoenix came to me crying in their soup about their LEAFs in the heat and friends started wagging fingers at Tesla and the New York Times, I figured it was time for a battery reality check.
U.S. Senators long have warned of an exodus of American know-how to China. Last year, Michigan Senators Debbie Stabenow and Carl Levin complained to United States Trade Representative Ron Kirk about another attempt by China ”to illegally gain an unfair advantage over the U.S. automobile industry that will cost our country jobs. The United States must respond strongly to stand up for American businesses and working families.”
A year later, the exodus is in full swing, and it starts to hurt. This time, it pains automakers to see how Chinese companies are getting their hands on taxpayer-funded secrets. (Read More…)
In his 2012 State of the Union address, President Barack Obama said this to critics of his lavish green technology initiative:
“I will not cede the wind or solar or battery industry to China or Germany because we refuse to make the same commitment here. “
Instead, battery manufacturers first get financed by double-green government handouts, then they are ceded. (Read More…)
With a rising yen and forecasted sales of 200,000 units, Toyota is looking to kick Prius production into high gear on North American shores.
More details have been released about the explosion at a GM Tech Center battery lab yesterday that left one person hospitalized with chemical burns and a possible concussion. In a statement, GM said that while an “experimental battery” was undergoing “extreme testing”, gases were released from the battery cells. Something in the lab then ignited the gases and the subsequent explosion was severe enough to cause structural damage, blowing out windows and forcing open fortified doors. The battery itself was left intact. The Detroit News, according to an unnamed source, reports that prototype lithium-ion battery was made by A123, and that explosion happened during “intensive tests designed to make it fail”. The Warren, Michigan fire commissioner said that the lab was designed with safety in mind so damage was confined to the one laboratory. Though some of the 80 workers in the building were sent home for the day after the explosion, others continued to work. The 63,000 sq ft Global Battery Systems Lab has 176 test cells as well as 49 thermal chambers, where GM tests both production and prototype batteries. A HAZMAT team was dispatched to the facility, as were OSHA and MIOSHA inspectors, because of the injuries.
GM stressed that the incident was not related to the Chevrolet Volt or any other production vehicle. Since the electric version of the Chevy Spark won’t go into production until next year, the battery involved in the explosion might be a developmental version of the batteries A123 will be supplying for that project. It also might be a completely experimental prototype.
Last December, Toyota and BMW announced “a long-term technological partnership.” Ostensibly, it was about developing batteries together, and about BMW supplying diesel engines, in that order. Four months later, the priorities seem to have changed a little. (Read More…)
In the ramp-up to the launch of the Chevy Volt and Nissan Leaf, a great debate seized the engineering community: was Nissan opening itself to problems by not including a active thermal management system for the Leaf’s battery pack, or was Chevrolet’s liquid-cooled approach simply adding unnecessary complexity? Well, thus far, the verdict seems to be in Nissan’s favor. Though Leaf has been troubled by some dissatisfaction with its real-world range, the Volt has endurd the first technical semi-scandal of the plug-in era, when federal regulators found that ruptured coolant lines could cause fires. Now the liquid-cooled approach is hitting its second challenge, as Fisker’s battery supplier A123 Systems is warning in a letter [PDF] that
some of the battery packs we produce for Fisker Automotive could have a potential safety issue relating to the battery cooling system.