Towards cheaper and better EV batteries: Sulphide or Magnesium?

Latest research in alternatives to a conventional lithium-ion battery focuses on components made from magnesium and sulphide. Laboratory results indicate that the abundance and chemical properties of these materials could help bring a cheaper battery with more than 300% higher energy density to market in the not so distant future.

The cost and performance of electric car batteries are considered by many as the major barrier to faster uptake of EVs. Intensive research in the field of battery chemistry points to some promising alternative solutions. Although the commercialisation of such novel batteries is years away, laboratory tests indicate that both cost reduction and power density enhancement are in the horizon.

More than 3 times higher energy storage capacity with lithium-sulphide

Although with promisingly high theoretical energy storage capacity, a battery that uses lithium metal in one electrode and sulphur in the other has one major issue: high reactivity of lithium metal with water causes short circuits and fires. Latest research focuses on a similar battery that doesn't require lithium metal. The work could lead to commercial batteries that store more than three times as much energy as the lithium-ion batteries currently used in electric vehicles.

In the new type of battery, the sulphur electrode is replaced with a lithium-sulphide material. This becomes the source of the lithium, so the lithium metal is no longer required and can be replaced with graphite. The problem is that use of lithium sulphide slows down the charging and reduces energy storage.

But two recent papers introduce ways to make lithium-sulphide batteries more practical.

Research of Yi Cui, a materials science professor at Stanford, focused on charging the battery at a higher voltage than usual for its first charge. This changes the chemistry of the electrode and addresses the conductivity problem of lithium-sulphide batteries. Even then, the lithium sulphide had to be mixed with carbon to improve its conductivity.

Yuegang Zhang, a staff scientist at Lawrence Berkeley National Laboratory, demonstrated a new way to mix the carbon with the lithium sulphide that greatly reduces the amount of carbon needed in the cathode. This improvement could nearly double the overall battery storage capacity, from 350 to 610 Wh/kg. (Lithium-ion batteries in electric vehicles now typically store less than 200 Wh/kg).

Toyota developing magnesium-ion batteries

In November 2012, researchers at the Toyota Research Institute of North America (TRINA) in Michigan published a paper in the journal Chemical Communications that describes experiments involving a magnesium-ion battery with a new kind of anode, made of tin, and the same type of electrolytes used in lithium-ion batteries. According to lead author of the paper, Nikhilendra Singh, the latest tests showed most promising performance and open the path for further research.

In an article published by MIT, Yuyan Shao, a senior scientist at the Pacific Northwest National Laboratory explains two primary areas of research. One is focused on making batteries with magnesium metal anode. This type of anode transfers charge efficiently but is incompatible with conventional electrolytes.

Another potential solution is to use a different anode material that works with conventional electrolytes. Toyota’s paper demonstrates that that it is worth further research, specifically aimed at finding a high-capacity, high-voltage cathode.

Magnesium is an abundant material and its ions have a positive charge of two. Although the chemistry involved in making a magnesium-ion battery work efficiently has yet to be perfected, use of magnesium instead of lithium could someday offer a cheaper and more energy-dense alternative.

Switched reluctance motors, 1.5 million EVs by 2016 - Electric Japan Weekly No48

The Electric Japan column no48 reports on the latest achievements in developing rare earth free motors for EVs, Nissan’s confident sales projections for 2016 and increasing production capacity worldwide, as well as the fast growing charging infrastructure in Japan. 

Switched reluctance motor with axial gap structure
Japanese Tohoku University announced a progress in development of a new switched reluctance (SR) motor (motor not using permanent magnets). Adapting an axial gap structure to a SR motor, the Japanese researchers were able to achieve the same level of torque as in conventional motors with permanent magnets.

The research group measured a performance of a trial-manufactured SR motor with parameter 266mm and length 130mm. The maximum torque for a motor with output 7 kW was measured at 300Nm.

Recent increase of rare earth prices on global markets represents a risk to a faster uptake of EVs and HEVs currently using permanent magnet based motors. Increasing effort is being invested in improving the performance of alternative solutions such as magnet-less SR motors.

Nissan sticks to “1.5 million EVs by 2016” plan
On 12 December 2012 in Yokohama, Nissan’s COO Shiga Toshiyuki presented sales data of Nissan’s first mass-produced all electric car Nissan Leaf. Two years after the introduction to market, a total of 46,000 Leaf EVs have been sold (25,000 in Japan, 18,000 in the USA and 7,000 in Europe). Nissan, in cooperation with Renault, holds on to a plan to sell 1.5 million EVs by 2016.

At the same time in Tennessee, Nissan’s lithium-ion battery manufacturing plant has switched on its production lines. With the opening of the new facility Nissan’s total battery production capacity increases to level that accommodates production of 350,000 Leaf EVs annually.

400 charging points for emergency safety net

By the end of 2012, a consortium led by Mitsubishi plans to equip close to 400 places across Japan with 200V electric outlets for emergency charging. This safety net of EV charging spots will add to the already existing infrastructure of 3,192 regular charging and 1,380 fast charging stations in Japan (latest data from cocoju.jp).

Solar and wind powered charging stations

Japanese machine tools manufacturer Mori Seiki installed at the premises of its factory an EV and PHEV charging station powered by solar and wind energy and equipped with energy storage system. Two 30 kW PV panels suncarrier 260, a 10 kW windcarrier and a cellcube FB1Q-100 energy storage provide free charging to employees who own a EV or PHEV as well as to the corporate electric fleet. The charging station is about 20% faster then regular charging points.

The original articles are listed below in the order of appearance in the column.

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EV batteries market to be worth at least 80 billion euros by 2025

16 November 2012

The battery market for hybrid and electric vehicles is expected to grow significantly by 2025 - But Europe could be lagging behind its competitors because battery manufacturers are going through overcapacity, bankruptcies and consolidation, reports the “E-drive batteries 2025” study by AT Kearney.

The market for battery cells for hybrid and electric vehicles will rise by 2025 at minimum $100 billion. About 60 percent will be plug-in hybrid vehicles, and 40 percent all-electric vehicles. In the long term, there is no doubt that battery market for hybrid and electric vehicles will be enormous. However, according to the latest AT Kearney study “e-drive Batteries 2025”, it will be difficult. “By 2025, we expect in Europe alone, a market potential of over $20 billion (€15.7 billion) for hybrid and electric vehicle batteries," said Dr. Götz Klink, head of the automotive practice at AT Kearney. "But only those who survive the next five years, can benefit from it - and that is difficult for many companies”.

Battery prices will be the main driver of the change

Today batteries for electric vehicles still cost about $600/kWh (€470/kWh), which represent a huge part of the cost of a full electric vehicle. But that will change. "We expect that by 2025 the battery costs will fall by more than half to about $290/kWh (€230/kWh)" says Stephan Krubasik, Principal at AT Kearney and author of the study. This is achieved through both new technologies such as high-voltage cathodes, silicon anodes and improved electrolytes, and the fact that packaging costs and cell production can benefit from economies of scale.

Overcapacity will lead to consolidation

But before battery manufacturers can benefit from the growing markets, there is a rocky road ahead. Currently worldwide production relies on more than 30 cell manufacturers production capacity. Demand is taking off but only slowly. "By 2015, we expect a worldwide installed capacity of about 50 GWh. Of these, only 50 to 60 percent will be taken up by demand - substantial overcapacity is immitent, "said Krubasik.

Cell manufacturers are confronted with an enormous pricing pressure from automakers. "The market is a real price war. Prices that are being negotiated today can only reach the profitability by the manufacturer in three to five years" said Krubasik. Through high investment, low margins and overcapacity, the young industry is consolidating rapidly.

Only large, wealthy and global corporations will be able to survive in the medium term. "We expect that out of 30 battery cell manufacturers currently existing today, only about 10 will survive by 2025", said Krubasik. "The first bankruptcies can already be observed in the recent past."

Europe could lag behind

After the solar industry, Europe could fall behind in another growing sector of the battery industry, as only a handful of European companies are part of the 30 existing cell manufacturers worldwide today. Asian competitors are more aggressive in building their own capacities in Europe in order to have local production plants. "Asian cell manufacturers have realised the potential and are becoming active in Europe - this can get very tight for the local players," said Klink.

For battery materials, Europe’s position is a bit better, thanks to European and especially German chemical companies, which are well-positioned to compete in the long term. "Batteries will be a key component of the future automotive industry. From the attractive market prospects will benefit only the companies that "adapt strategically to the impending upheaval in the industry, said Klink.

Electric-car maker Tesla bucks traditional dealership network

Tesla opens its own stores to sell its flagship Model S directly to consumers. Some auto dealers and regional associations have sued the automaker.

Tesla is steering clear of traditional auto rows and opening stores in upscale shopping areas, including the Third Street Promenade in Santa Monica. (Gary Friedman, Los Angeles Times /October 26, 2012)

See more »

By Jerry Hirsch, Los Angeles Times

October 26, 2012

When electric-car company Tesla Motors Inc. started selling its flagship Model S luxury hatchback earlier this year, it eschewed the traditional dealership network to open its own stores.

But that's not sitting well with U.S. auto dealers, who have controlled new-vehicle sales for nearly a century.

The nation's roughly 18,000 new-car dealers got a cut of every one of the 12.8 million new cars and trucks sold in the U.S. last year, from the biggest domestic sport-utility vehicle to the tiniest Japanese import. It's an exclusive arrangement that has made many of them very rich — and one that they're not about to cede to some tiny Palo Alto automaker.

Some individual auto dealers and regional associations have already filed lawsuits attempting to block Tesla, which now operates 16 stores in 12 states. A La Jolla store opens today.

The upstart automaker's battle with dealers is shedding light on a little-known practice that it contends amounts to legalized restriction on trade. The franchised new-car dealership system dates back to the start of the U.S. auto industry, when hundreds of manufacturers were fighting for market share. Setting up showrooms was expensive and time-consuming. So automakers sold other entrepreneurs the right to market their cars in specific cities.

Over time, car dealerships became crucial sources of employment and tax revenue for local communities. To prevent manufacturers from opening their own stores and undercutting neighborhood dealers, states developed laws governing the franchise relationship. Bottom line: Carmakers had to leave their retail sales to someone else.

Tesla isn't buying it. The company wants to sell directly to consumers. That way it gets to keep the profit that dealers make on new-car sales. It's also the only way an electric car will get a fair shake, co-founder and Chief Executive Elon Musk said.

"Existing franchise dealers have a fundamental conflict of interest between selling gasoline cars," Musk said. "It is impossible for them to explain the advantages of going electric without simultaneously undermining their traditional business."

A South African-born serial entrepreneur, who co-founded an Internet payment company that eventually become PayPal, Musk thrives on disrupting established industries.

His Hawthorne rocket maker SpaceX is breaking the historic monopoly that governments have long held on spaceflight. In May, his Dragon spaceship became the first private spacecraft to supply the International Space Station, a test of a $1.6-billion contract to carry out 12 cargo missions.

If Musk can beat back the auto dealer associations, other fledgling automakers as well as foreign brands launching for the first time in the U.S. could follow his lead and cut dealers out of the loop.

Elaine S. Kwei, an analyst at Jefferies & Co., said Musk's strategy makes sense. It would enable Tesla to keep control of the sales experience and educate consumers about its electric car, an automotive technology that most shoppers know little about.

Tesla "is at a disadvantage compared to the vast existing networks of dealerships and marketing budgets of the major automakers," Kwei said. "As a brand-new manufacturer with a new vehicle technology, they have to try something different."

Dealers are nervous that other, larger manufacturers might adopt Tesla's sales model, said Aaron Jacoby, a Los Angeles attorney who heads the automotive industry group at the Arent Fox law firm. On average, dealers make about $1,300 on a typical new-car sale before expenses.

According to the National Automobile Dealers Assn., 48 states either prohibit or in some way restrict automakers from owning sales facilities. For example, in California a manufacturer can't have a store within 10 miles of a franchised dealership of the same brand.

Still, laws in most states do allow automakers to open their own stores if they don't have an existing dealer network. That's why "Tesla is more likely than not to prevail," Jacoby said.

Dealers aren't conceding. Last week, the Greater New York Automobile Dealers Assn. and a dealer in the region sued Tesla and the New York Department of Motor Vehicles, alleging that they violated state franchise laws when Tesla opened a store in Westchester, N.Y., in late May.

Additionally, the Massachusetts State Automobile Dealers Assn. is seeking a preliminary injunction to close Tesla's store in suburban Boston. The legal actions were first reported by the trade journal Automotive News.

Musk said the lawsuits, "are starkly contrary to the spirit and the letter of the law," adding that the plaintiffs "will have considerable difficulty explaining to the court why Tesla opening a store in Boston is somehow contrary to the best interests of fair commerce or the public."

Tesla has no existing dealers who have risked their own money building showrooms and marketing the brand. Therefore, Musk said, there are no franchisees "anywhere in the world that will be harmed by us opening stores."

The U.S.-style dealership system is the way most cars are sold around the globe. That model has enabled carmakers to focus on product development and manufacturing, leaving retailing to dealers, who have the specialized sales skills to move cars.

Still, outside the U.S., some carmakers operate their own retail outlets. BMW, for example, has 18 company stores in Germany, and it also owns stores in most European capitals as well as in Tokyo and Sydney, Australia. In South Korea, Hyundai both operates its own stores and uses franchises to sell cars.

But U.S. dealers don't want a hybrid system taking root in the United States.

Although the dealership system has allowed manufacturers to get their cars to far-flung locations, automakers have discovered it also has its share of flaws."NADA supports the franchised new-car dealer system, and will provide legal support to state dealer associations if necessary," said Bill Underriner, chairman of the National Automobile Dealers Assn.The National Automobile Dealers Assn., which has 16,000 members in the U.S., said it has "serious concerns about Tesla's intentions" and is seeking a meeting with Musk.

It's hard to get thousands of individual dealers to adhere to consistent sales and customer service standards. That has hurt the industry's image. Moreover, studies by market research firm J.D. Power and Associates and other organizations have repeatedly found that most car buyers dislike haggling with high-pressure salespeople.

Tesla sells its cars for a set price and Musk said his sales staff does not work on commission. The company is also steering clear of traditional auto rows and opening stores in upscale shopping areas. Its Santa Monica facility is on the Third Street Promenade, flanked by an Adidas store and Club Monaco, an apparel retailer. Parking is a block away in a public garage.

"We are deliberately positioning our store and gallery locations in high-foot-traffic, high-visibility retail venues, like malls and shopping streets that people regularly visit in a relatively open-minded buying mood," Musk said.

So far Tesla has not presented much a threat to car dealers or the industry. It has produced fewer than 400 of the Model S and is slowly ramping up production of the vehicle at the Tesla factory in Fremont, Calif.

The car offers seating for five adults and sells for about $50,000 to more than $100,000 depending on trim level and options. It is fast, boasting a zero-to-60 miles per hour acceleration of less than six seconds. The car has received rave reviews from the automotive press.

"It is designed with the aspiration of not simply being the best electric car, but being the best car of any kind," Musk said. "Despite being purely electric, it is faster zero to 100 than BMW's top-of-the-range M5."

jerry.hirsch@latimes.com

Copyright © 2012, Los Angeles Times

SAE approves new EV fast-charging standard

SAE International approved on 15 October 2012 a new technical standard that will, according to the global engineering group, dramatically reduce charging times for plug-in hybrid electric vehicles and electric vehicles.

SAE said the new charging standard, developed with the cooperation of more than 190 global experts representing the automotive, utilities and charging equipment business, ensures charging times can be reduced from as long as eight hours to as short as 20 minutes.

SAE charging standards

The original version of J1772™ defined AC Level 1 and AC Level 2 charge levels and specified a conductive charge coupler and electrical interfaces for AC Level 1 and AC Level 2 charging. The new revision incorporates DC charging where DC Level 1 and DC Level 2 charge levels charge coupler and electrical interfaces are defined. The standard was developed in cooperation with the European automotive experts who also adopted and endorsed a combo strategy in their approach.



Competition in EV fast charging 

The Combo standard approved by SAE has been backed by U.S. and German automakers.

The rival CHAdeMo system has been backed by Japanese automakers and has more than 1,500 charging stations in operation, most of them in Japan.

Both CHAdeMO and Combo tackle the task of fast charging through a direct current. It is different from the level one, 110 volts, and level two, 220 volts, which operate with alternating current.

The Combo and CHAdeMO connectors are different. So are their so-called protocols, or the language through which the electrical systems of the car and charger communicate, meaning you cannot just use a plug adapter to switch from one system to another.

Combo proponents say their system is superior because it combines Level 2 (220 volt) and fast-charging (480 volts or more) into a single plug, removing the need for two separate receptacles on a battery-powered car.

Charging standards to help EV industry

"This new technical standard is a real game-changer," said Andrew Smart, director of industry relations and business development for SAE International, in a statement today. "It reflects the advancements in technology within PHEV and EV engineering."

"This new standard reflects the many hours that top industry experts from around the world worked to achieve the best charging solution -- a solution that helps vehicle electrification technology move forward," said Gery Kissel, an engineering specialist with General Motors' Global Battery Systems unit and head of SAE's charging task force. "We now can offer users of this technology various charging options in one combined design."

About SAE 

SAE International is a global association of more than 133,000 engineers and related technical experts in the aerospace, automotive and commercial-vehicle industries. SAE International's core competencies are life-long learning and voluntary consensus standards development. SAE International's charitable arm is the SAE Foundation, which supports many programs, including A World In Motion® and the Collegiate Design Series™

Latest on energy storage and charging infrastructure - Electric Japan Weekly No46

This Japan column reports on promising developments in energy density of EV batteries from Toyota, wireless charging experiments, which are part of a Smart City Project, and the growing charging infrastructure in the Kanto area. Also, the end of the Eco Car subsidy program was marked by a total government assistance of €2.7bil.

Toyota develops a new all-solid battery type with 5 times higher power density

Last week at an event in Tokyo, Toyota presented its latest achievements in energy storage technology. In the prototype battery the lithium-ion battery electrolyte was replaced by all solid electrolyte improving overall compactness. According to Toyota this world leading technology considerably improves the transfer of ions. The results show 5x increased power output per unit of volume. The new all-solid battery is in the development stage, in order to make practical use of the technology an inexpensive substitute to Germanium will be necessary.



Source: Toyota


Experimental installation of cutting edge wireless charging technology

As a part of the Smart City Project in Kashiwa, Chiba prefecture, an experimental test of a smart house equipped with the latest environmental and energy conscious technology will begin in November 2012. Among the technologies that deserve the most attention is the EV wireless charging system installed in the parking space of the house. The wireless charging system works on the principle of magnetic field resonance.



Source: Mitsui Home


Over 50 charging spots in Kanto area – newly launched service of the Japan Charge Network

A new charging network with a membership system will be launched in October. Japan Charge Network is working on this project with several major infrastructure operators, retail store and restaurants chains. Over 50 charging spots will be available at highways, convenience stores, airport, family restaurants and other often visited locations. The members of the network will be offered several price plans from “single charge” to “super value plan”. Similar initiatives are contributing to the rapidly increasing number of charging stations throughout Japan – building up essential infrastructure making the wider spread of EVs possible. Similar to the “Coco Juden” project mapping charging stations in Japan, Nissan Motor company is a 30% share holder of the Japan Charge Network.



Source: Japan Charge Network


Electric vehicle technology development exhibition - EVEX 2012

Tokyo Big Sight was the place to be last week for all the fans of latest EV industry research and development. Over three days, the EVEX 2012 exhibition informed visitors on various infrastructure and vehicle solutions. Particular focus seemed to be on the charging stations. Technology examples ranging from small portable or coin chargers to large fast charging stations can be found in the photos gallery of the original article (here) in Japanese.


End of the Eco Car subsidy program

September 21st was the last day to apply for a subsidy from the Japanese Ministry of Economy, Trade and Industry for the purchase of a personal eco car. Considered under the eco car category are electric vehicles (EV), hybrid electric vehicles (HEV), plug-in HEV, but also low emission vehicles with an internal combustion engine. The subsidy program started on the 2nd April, and on the very last day received 34,000 applications, totalling €32.7mil. The total amount granted in subsidies for the duration of the program was €2.7bil.

The original articles are listed below in the order of appearance in the column.

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How to reach EV mass market by 2025

The environmental law centres at UCLA and UC Berkeley Schools of Law have published “Electric Drive by ’25’, analysing actions needed to ensure that California catalyses mass adoption of electric vehicles by 2025, with the goal of building a long-term market in the US.

“Increased adoption of electric vehicles will improve California’s environment and economy”, states the report. At stake is the future of the electric vehicle market. California accounts for 11 percent of the national market for annual new car sales, as well as more than 20 percent of non plug-in hybrid vehicle sales in the US. With such a significant market share and volume of cars, California can help launch a sustainable and more robust electric vehicle market, with the country and world benefitting as a result.

Top three barriers to mass consumer EV adoption

The report highlights the following three obstacles as among the most significant:

• Lack of consumer awareness and information. Many consumers are unfamiliar with electric vehicles and their performance, while at the same time they may harbor common misperceptions about vehicle types, safety, range, impact on their electricity bills, and other facets of electric vehicle ownership.
• Lack of appeal to a broader market. The higher initial costs and limited battery range of some electric vehicles may make them less attractive to a broader market segment beyond early adopters.
• Lack of access to charging infrastructure outside of the home. Potential electric vehicle customers may be deterred by a non-home charging infrastructure that seems inadequate, difficult to navigate, and unpredictable in its pricing.

Summary of solutions to overcome the long-term EV challenges

Based on a workshop discussion, this paper identifies the actions that EV manufacturers, stakeholders, advocates, and government leaders can take to ensure that California catalyses mass adoption of electric vehicles by 2025. Policy-makers, industry leaders, and advocates will need to:

• Educate consumers, the media, and elected officials through a simple and effective outreach campaign about the benefits and joy of driving electric vehicles;
• Reduce fees, taxes, and upfront costs for electric vehicle owners and invest in battery research; and
• Plan for and facilitate deployment of a well-planned and easy-to-use charging infrastructure network.

Conclusion: The Future of Electric Vehicles

California has a strong interest in promoting the adoption of electric vehicles, based on the benefits to the economy, environment, and quality of life. With electric vehicle sales likely to increase in the long term given projected improvements to battery life and likely cost reductions, the state should begin planning now to address the challenges associated with large-scale adoption of the vehicle technologies. Heightened public awareness, easy access to financing, reduced barriers to purchase, and a well-planned and maintained charging infrastructure will help the state become a leader in electric vehicle deployment by 2025. The state and local momentum to facilitate consumer adoption of electric vehicles will ultimately help California contribute to the global changes now underway in how consumers power their vehicles.

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