Battery electric vehicle battery (EVB) or traction battery is a battery used to power a battery electric vehicle (BEV). Vehicle batteries are usually secondary (rechargeable) batteries. Traction batteries are used in forklifts, electric golf carts, horse riding scrubbers, electric motorcycles, electric cars, trucks, vans, and other electric vehicles.
Battery electric vehicles are different from the initial battery, lighting, and ignition (SLI) as they are designed to provide power for a sustained period of time. Battery in cycle is used instead of SLI battery for this application. Traction batteries must be designed with a high ampere-hour capacity. Batteries for electric vehicles are characterized by their relatively high power-to-weight ratio, the ratio of energy to weight and energy density; smaller and lighter batteries reduce vehicle weight and improve performance. Compared to liquid fuels, most battery technologies today have much lower specific energy, and this often impacts the maximum range of all electric vehicles. However, the metal-air battery has a high specific energy because the cathode is provided by the surrounding oxygen in the air. The rechargeable batteries used in electric vehicles include lead acid ("flooded", in-cycle, and VRLA), NiCd, nickel metal hydride, lithium-ion, Li-ion polymers, and, more rarely, zinc-air and liquid-battery salt. The amount of electricity (ie the electrical charge) stored in the battery is measured in ampere hours or in coulombs, with total energy often measured in watts of hours.
The battery makes a huge cost of BEV, which unlike fossil-fueled cars, greatly manifests itself as a price range. By 2018, some electric cars with a range of more than 500 km like the Tesla Model S are firmly in the luxury segment. Since the late 1990s, advances in battery technology have been driven by demands for portable electronics, such as laptop computers and mobile phones. The BEV market has benefited from this advancement both in performance, energy density. Batteries can be thrown away and recharged daily. Perhaps most importantly, battery costs dropped dramatically, and the cost of electric vehicle batteries has decreased by more than 35% from 2008 to 2014.
The market is predicted for car traction batteries of more than $ 37 billion by 2020.
In terms of operating costs, the price of electricity to run the EV is a fraction of the cost of fuel for an equivalent internal combustion engine, reflecting higher energy efficiency. Battery replacement costs dominate operating costs.
Video Electric vehicle battery
Battery type
Lead acid
Flooded lead-acid batteries are the cheapest and most common traction battery ever. There are two main types of lead-acid batteries: car starter engine batteries, and deep cycle batteries. Car alternators are designed to provide starter batteries with high charging rates for a fast charge, while deep cycle batteries used for electric vehicles such as forklifts or golf carts, and as additional home batteries in the RV, require different multi-stage charging. No lead acid battery should be disposed of below 50% of its capacity, as this shortens the life of the battery. Batteries affected by floods require electrolyte level checks and occasional water replacements lost during the normal charge cycle.
Traditionally, most electric vehicles have used lead-acid batteries because of their mature technology, high availability, and low cost (exceptions: some early EVs, such as Detroit Electric, use nickel-iron batteries.) Like all batteries, this has an environmental impact through construction, use, disposal or recycling. On the upside, vehicle battery recycling rates are above 95% in the United States. Lead batteries in an expensive cycle and have a shorter life than the vehicle itself, usually require replacement every 3 years.
The lead-acid battery in EV applications eventually becomes a significant part (25-50%) of the final vehicle mass. Like all batteries, they have significantly lower energy densities than fuel oil - in this case, 30-40 Wh/kg. While the difference is not as extreme as it first appears due to the lighter drive-train in EV, even the best batteries tend to lead to higher masses when applied to vehicles with normal range. Efficiency (70-75%) and storage capacity of the current generation of lead acid batteries in the general cycle decreases with lower temperatures, and diverting power to run the heating coil reduces efficiency and reach up to 40%. Recent advances in battery efficiency, capacity, materials, safety, toxicity, and durability tend to allow these superior characteristics to be applied in EVs the size of a car.
Battery charging and operation typically produce emissions of hydrogen, oxygen and sulfur, which occur naturally and are usually harmless if disposed of properly. The initial owner of Citicar found that, if not properly disposed of, unpleasant sulfur smell would leak into the cabin immediately after charging.
The lead-acid battery drives the early-modern EVs like the original version of EV1 and RAV4, EV.
Nickel Metal Hydride
The nickel-metal hydride battery is now considered a relatively mature technology. Although less efficient (60-70%) in charging and discharging than lead acid, they have an energy density of 30-80 Wh/kg, much higher than lead acid. When used properly, nickel-metal hydride batteries can have a very long lifespan, as has been demonstrated in their use in hybrid cars and withstood EV NAV RAV4 that still operates well after 100,000 miles (160,000 km) and over a decade of service. Weaknesses include poor efficiency, high self-discharge, extremely fussy charge cycles, and poor performance in cold weather.
GM Ovonic produces NiMH batteries that are used in the second generation EV-1, and Cobasys makes almost identical batteries (ten 1.2 V 85 Ah NiMH cells in different series with 11 cells for Ovonic batteries). This works very well on EV-1. The imposition of patents has limited the use of this battery in recent years.
Zebra
Sodium or "zebra" batteries use liquid sodium chloroaluminate (NaAlCl4) as electrolytes. This chemical is also sometimes referred to as "hot salt". The technology is relatively mature, the Zebra battery has a 120Wh/kg energy density and a reasonable series resistance. Because the battery must be heated for use, cold weather does not significantly affect its operation except to increase the heating cost. They have been used in some EVs. Zebras can survive for several thousand charge cycles and are non-toxic. Damage to Zebra batteries includes poor power density (& lt; 300 W/kg) and needs to heat electrolytes up to about 270 ° C (520 ° F), which depletes energy and presents long-term difficulties. storage cost term.
The Zebra battery has been used in Modec commercial vehicles since entering production in 2006.
Lithium-ion
Lithium-ion batteries (and similar lithium polymers), widely known through their use in laptops and consumer electronics, dominate the most recent EV group in development. Traditional lithium-ion chemistry involves cobalt lithium oxide cathodes and graphite anodes. It produces cells with impressive 200W/kg energy density and good power density, and 80 to 90% charge/discharge efficiency. The disadvantages of traditional lithium-ion batteries include short life cycles (hundreds to several thousand charge cycles) and significant degradation with age. The cathode is also somewhat toxic. In addition, traditional lithium-ion batteries may pose a fire safety risk if impaled or improperly charged. These laptop cells do not receive or supply the load when it is cold, and so heaters can be needed in some climates to warm them up. The maturity of this technology is quite moderate. Tesla Roadster (2008) uses the "blades" of traditional "lithium-ion" laptop battery cells that can be individually replaced as needed.
Most other EVs use new variations in lithium-ion chemistry that sacrifice energy and power density to provide fire resistance, environmentally friendly, extremely fast (as low as a few minutes), and a very long life span. These variants (phosphates, titanates, spinels, etc.) have been shown to have a longer life, with the A123 expecting their lithium iron phosphate batteries to last at least 10 years and 7000 charge cycles, and LG Chem expects their lithium spinel batteries to last until 40 years.
Much work is done on lithium ion batteries in the lab. The lithium vanadium oxide has entered into the Subaru G4e prototype, doubling the energy density. Silicon nanowires, silicon nanoparticles, and tin nanoparticles promise several times the energy density in the anode, whereas composite and superlattice cathodes also promise significant density increases.
Maps Electric vehicle battery
Sample Vehicles and their Battery capacity
Full electric
- Addax MT: 10-15 kWh
- BMW i3: 22-33 kWh
- BYD e6: 60-82 kWh
- Chevrolet Bolt/Opel Ampera-e: 60 kWh
- Citroen C-Zero/Peugeot iOn (i.MIEV): 14 kWh (2011)/16 kWh (2012 -)
- Fiat 500e: 24 kWh
- Ford Focus Electric: 23 kWh (2012), 33.5 kWh (2018)
- Honda Clarity (2018): 25.5 kWh
- Hyundai Kona Electric: 64 kWh
- Hyundai Ioniq Electric: 28 kWh
- Kia Soul EV: 27 kWh
- Luxgen S3 EV: 33kWh
- Nissan Leaf I: 24-30 kWh
- Nissan Leaf II: 40 kWh (60 kWh in upcoming options)
- Mitsubishi i-MIEV: 16 kWh
- Renault Fluence Z.E.: 22 kWh
- Renault Twizy: 6 kWh
- Renault Zoe: 22 kWh (2012), 41 kWh (2016)
- Smart electric drive II: 16.5 kWh
- Smart electric drive III: 17.6 kWh
- Tesla Model S: 60-100 kWh
- Tesla Model X: 60-100 kWh
- Tesla Model 3: 50-70 kWh
- Toyota RAV4 EV: 27.4 kWh (1997), 41.8 kWh (2012)
- Volkswagen e-Golf Mk7: 24-36 kWh
Plugin Hybrid
- Audi A3 e-tron: 8.8 kWh
- Audi Q7 e-tron: 17 kWh
- BMW i8: 7 kWh
- BMW 2 Series Active Tourer 225xe: 6.0 kWh
- BMW 330e iPerformance: 7.6 kWh
- BMW 530e IPerformance: 9.2 kWh
- BMW X5 xDrive40e: 9.0 kWh
- Chevrolet Volt: 16-18 kWh
- Ford Fusion II/Ford C-Max II Energy: 7.6 kWh
- Fisker Karma: 20 kWh
- Honda Accord PHEV (2013): 6.7 kWh
- Honda Clarity PHEV (2018): 17 kWh
- Hyundai Ioniq Plug-in: 8.9 kWh
- Koenigsegg Regera: 4.5 kWh
- Mitusbishi Outlander PHEV: 12 kWh
- Porsche 918 Spyder: 6.8 kWh
- Toyota Prius III Plug-in: 4.4 kWh
- Toyota Prius IV Plug-in: 8.8 kWh
- Volkswagen Golf GTE: 8.8 kWh
- Volkswagen Passat GTE: 9.9 kWh
- Volkswagen XL1: 5.5 kWh
- Volvo V60: 11.2 kWh
Non-plug-in hybrid
- Chevrolet Malibu (2016): 1.5 kWh
- Ford Fusion II/Ford C-Max II: 1.4 kWh
- Hyundai Ioniq Hybrid: 1.56 kWh
- Kia Niro: 1.56 kWh
- Lexus CT 200h: 1.3 kWh
- Lexus NX 300j: 1.6 kWh
- Toyota Prius II: 1.3 kWh
- Toyota Prius III: 1.3 kWh
- Toyota Prius C/Toyota Yaris Hybrid: 0.9 kWh
- Toyota Camry Hybrid (2012): 1.6 kWh
Battery charge
In 2010, scientists at the Technical University of Denmark paid $ 10,000 for certified EV batteries with a capacity of 25 kWh (ie $ 400 per kilowatt hour), with no rebates or additional fees. Two of the 15 battery manufacturers can provide the necessary technical documentation about fire quality and safety. In 2010 it is estimated that at most 10 years will pass before the battery price will drop to 1/3.
According to a 2010 study, by the National Research Council, the cost of the lithium-ion battery pack is approximately <$ US $ 1,700 /kWh of usable energy, and given that PHEV-10 requires about 2.0 kWh. and PHEV-40 about 8 kWh, battery manufacturer cost for PHEV-10 about US $ 3,000 and up to US $ 14,000 for PHEV- 40. MIT Technology Review estimates the cost of the package automotive batteries between US $ 225 to US $ 500 per kilowatt-hour in 2020. A 2013 study by the American Council for an Energy -Efficient economics reports that battery costs are down from < span> US $ 1,300 per kWh in 2007 to US $ 500 per kWh in 2012. The US Department of Energy has set a target fee for its sponsor battery research US $ 300 per kWh by 2015 and US $ 125 per kWh by 2022. Cost reductions through advances in battery technology and higher production volumes will allow plug-in electric vehicles to become more competitive with combustion engine vehicles internal conventional. In 2016, the world has a Li-Ion production capacity of 41.57 GWh.
The actual cost for the cell is subject to much debate and speculation as most EV manufacturers refuse to discuss this topic in detail. However, in October 2015, GM automakers revealed at their annual Global Business Conference that they expect the price of US $ 145 per kilowatt-hour for Li-ion cells entering 2016, much lower than the cost of analysts others. estimates. GM also expects a $ 100/span per kwh charge by the end of 2021.
According to a study published in February 2016 by Bloomberg New Energy Finance (BNEF), battery prices fell 65% since 2010, and 35% only in 2015, reaching US $ 350 per kWh. The study concludes that the cost of batteries is on track to make electric vehicles without government subsidies as cheap as internal combustion engines in most countries by 2022. The BNEF project that by 2040, long-haul electric cars will cost less than US $ 22,000 expressed in dollars 2016. BNEF estimates the cost of electric car batteries to be well below US $ 120 per kWh by 2030, and falls further thereafter along with the availability of new chemicals.
- Cost estimate of battery charge
- Comparison of estimated battery life
EV parity
In 2010, battery professor Poul Norby stated that he believes that lithium batteries need to double its energy density and lower the price from $ 500 (2010) to $ 100 per kWh capacity to make an impact on gasoline cars. Citigroup shows $ 230/kWh.
The official plug-in page of Toyota Prius 2012 declares 21 kilometers (13 mi) of autonomy and battery capacity of 5.2 kWh with a ratio of 4 kilometers (2.5 mi/kWh), while Addax utility vehicle (2015 model) has already reached 110 kilometers (68.5 miles) or a ratio of 7.5 kilometers (4.6 mi)/kWh.
Electric car battery reaches about 5 miles (8.0 km)/kWh. The Chevrolet Volt is expected to reach 50 MPGe when running on an additional power unit (small onboard generator) Ã, - at 33% thermodynamic efficiency meaning 12 kWh for 50 miles (80 km), or about 240 watt-hours per mile. For the price of 1 kWh of charge with different battery technologies, see the "Energy/Consumer Price" column in the "Rechargeable battery" table in the rechargeable battery article.
US Energy Secretary Steven Chu estimates the cost for the 40-mile battery will drop from the price in 2008 by $ 12K to $ 3,600 by 2015 and then to $ 1,500 by 2020. Li-ion, Li-poly, Aluminum-water battery and zinc-air batteries have demonstrated high enough energy density to provide ranges and recharge times compared to conventional fossil fuel vehicles.
Cost of parity
Different costs are important. One of the problems is the purchase price, another problem is the total cost of ownership. In 2015, electric cars are more expensive to buy initially, but are cheaper to run, and at least in some cases, the total cost of ownership may be lower.
According to Kammen et al., 2008 , the new PEV will be cost efficient for consumers if the battery price will drop from $ 1300/kWh to around $ 500/kWh (so the battery can pay for itself).
In 2010, the Nissan Leaf battery pack was reportedly manufactured at a cost of $ 18,000. Nissan's initial production cost at the Leaf launch was approximately $ 750 per kilowatt hour (for 24 kWh battery).
In 2012, McKinsey Quarterly connects the price of the battery to the price of gasoline based on a total cost of ownership for 5 years for a car, estimating that $ 3.50/gallon is equivalent to $ 250/kWh. By 2017 McKinsey estimates that electric cars are competitive with the cost of a $ 100/kWh battery pack (about 2030), and expect the cost of the package to be $ 190/kWh by 2020.
In October 2015, GM automakers revealed at their annual Global Business Conference that they expect a price of $ 145 per kilowatt hour for Li-ion cells entering 2016.
Range parity
Driving range parity means that the electric vehicle has the same range of the average all-combustion vehicle (500 kilometers or 310 miles), with 1 kWh/kg battery. Higher distances mean that electric vehicles will travel further without recharging.
EU and Japanese officials are in talks to jointly develop sophisticated rechargeable batteries for electric cars to help countries reduce greenhouse gas emissions. Developed a battery that can drive 500 kilometers (310 mi) of electric vehicles at once worthy charging, said Japanese battery maker GS Yuasa Corp. Sharp Corp. and GS Yuasa are among Japanese solar cells and battery makers who may benefit from the cooperation.
- Lithium-ion batteries in tzero AC propulsion provides 400 to 500 km (200 to 300 mi) of range per load (single charge range). The list price of this vehicle when released in 2003 was $ 220,000.
- Driving in Daihatsu Mira equipped with 74 kWh lithium ion battery, the Japanese EV Club has reached a world record for electric cars: 1,003 kilometers (623Ã, mi) without recharging.
- Zonda Bus, in Jiangsu, China offers Zonda Bus New Energy with a power distance of only 500 kilometers (310Ã, mi).
- Tesla Model S with 85 kWh battery has a range of 510 km (320 miles). Tesla Model S has been built since 2012. It's priced around US $ 100,000 .
- Rimac Concept One with 82 kWh battery has a range of 500 km. This car was built since 2013.
- Pure electric car BYD e6 with 60 kWh battery has a range of 300 km.
Specific
Internal component
Battery design for Electric Vehicles (EVs) is very complex and varies greatly by manufacturers and specific applications. However, they all combine combinations of some simple mechanical and electrical component systems that perform the necessary basic functions of the package.
Actual battery cells can have different chemical, physical shape, and size preferred by various pack manufacturers. The battery pack will always combine many discrete cells connected in series and parallel to achieve the total voltage and current packet requirements. The battery pack for all EVs electric drives can contain several hundred individual cells.
To assist in manufacturing and assembly, large stacks of cells are usually grouped into smaller piles called modules. Some of these modules will be placed into one package. In each module the cells are welded together to complete the electrical path for the current flow. The module can also incorporate cooling mechanisms, temperature monitors, and other devices. In many cases, the module also allows to monitor the voltage generated by each battery cell in the stack by the Battery Management System (BMS).
The battery cell stack has a main fuse that limits the packet flow under short circuit conditions. A "service plug" or "service disconnect" can be removed to split the battery stack into two electrically insulated parts. With the service plug removed, the main battery open terminal does not pose a potential electrical hazard to the service technician.
The battery pack also contains a relay, or contactor, that controls the distribution of battery power to the output terminal. In most cases, there will be a minimum of two main relays that connect the battery cell stack to the main positive and negative output terminal of the packet, which supplies high currents to the electric drive motor. Some design packages will include alternate current paths for pre-filling the propulsion system through a pre-filled resistor or to switch on a tool that will also have its own associated control relays. For obvious safety reasons, these relays are all usually open.
The battery pack also contains various temperature, voltage, and current sensors. Data collection from the packet sensors and relay packet activation is done by the Battery Packet Monitoring Unit (BMU) or Battery Management System (BMS). BMS is also responsible for communicating with the outside world of batteries.
Charging
Batteries in the BEV must be recharged periodically. BEVs most often charge from the power grid (at home or using street or shop filling points), which in turn are generated from a variety of domestic resources, such as coal, hydroelectric power, nuclear and others. Home or network electricity, such as photovoltaic solar panels, microhydro or wind can also be used and promoted due to concerns about global warming.
With an appropriate power supply, a good battery life is usually achieved at speeds not exceeding "0.5 C " or more, taking two to three hours for full charge, but faster charging is possible.
Charging times are often limited by the capacity of the network connection. Ordinary household outlets produce 1.5 kilowatts (in US, Canada, Japan and other countries with 110 volts) and 3 kilowatts (in countries with 240Ã £, V supply).
In 1995, several charging stations charged BEV in one hour. In November 1997, Ford purchased a rapid charging system manufactured by AeroVironment called "PosiCharge" to test its Ranger EVs fleet, which charged their lead-acid batteries between six and fifteen minutes. In February 1998, General Motors announced a version of the "Magne Charge" system that can recharge NiMH batteries in about ten minutes, providing a range of sixty to a hundred miles.
In 2005, the design of a handheld device battery by Toshiba claimed to be able to receive an 80% fee in just 60 seconds. Measuring these specific power characteristics up to the same 7-kilowatt-hour EV package will result in the need to achieve 340 kilowatts of power from multiple sources during the 60 seconds. It is not clear that such batteries will work directly on BEVs because heat buildup can make them insecure.
Recharging time
Electric cars such as the Tesla Model S, Renault Zoe, BMW i3, etc. can recharge their batteries at fast charging stations in 30 minutes to 80 percent.
In the lab of the company StoreDot of Israel reported the first laboratory sample of an unspecified battery can (battery capacity in the area around 1 Ah) by as of April 2014, loaded in 30 seconds on the phone.
Researchers from Singapore have developed rechargeable batteries after 2 minutes to 70 percent. Batteries rely on lithium-ion technology. However, the negative anodes and poles in the battery are no longer made of graphite, but titanium dioxide gel. Gel accelerates the chemical reaction significantly, thus ensuring faster charging. In particular, this battery will be used in electric cars. Already in 2012 researchers at Ludwig-Maximilian-University in Munich have found a basic principle.
Scientists at Stanford University in California have developed a rechargeable battery in a minute. Anodes are made of aluminum and cathodes are made of graphite (see Aluminum-ion battery).
The Volar-e electric car from the IDIADA Applus company, based on Rimac Concept One, contains rechargeable lithium iron phosphate batteries in 15 minutes.
According to BYD manufacturers, lithium iron phosphate batteries from electric cars e6 are charged at fast charging stations within 15 minutes to 80%, after 40 minutes at 100%.
Connector
Charging power can be connected to the car in two ways. The first is a direct electrical connection known as a conductive coupling. It may be as simple as the power cord to the weatherproof socket through a special high-capacity cable with a connector to protect the user from high voltage. The modern standard for plug-in charging is the SAE 1772 conductive connector (IEC 62196 Type 1) in the US. ACEA has selected VDE-AR-E 2623-2-2 (IEC 62196 Type 2) for deployment in Europe, which, without latch, means unnecessary extra power requirements for locking mechanisms.
The second approach is known as inductive charging. A special 'paddle' is inserted into the slot in the car. The paddle is a winding one from the transformer, while the other is built into the car. When the paddle is inserted, it completes a magnetic circuit that provides power to the battery pack. In one inductive charging system, one winding is attached to the bottom of the car, and the other remains on the garage floor. The advantage of the inductive approach is that there is no possibility of electric shock because there are no open conductors, although interlocks, special connectors and ground failure detectors can make conductive coupling almost as safe. Inductive charging can also reduce vehicle weight, by moving more charging components beyond the aircraft. An inductive charging supporter from Toyota argued in 1998, that the overall cost difference was minimal, while conductive refueling supporters from Ford argued that conductive charging was more cost-effective.
Recharge the spot
In France, ÃÆ'â € ° lectricitÃÆ'Â © de France (EDF) and Toyota are installing refill points for PHEV on roads, roads and parking lots. EDF also partnered with Elektromotive, Ltd. to install 250 new charging points for six months from October 2007 in London and elsewhere in the UK. The filling point can also be installed for special purposes, such as in a taxi stand.
Travel range before reloading
The range of BEV depends on the amount and type of battery used. The weight and type of vehicle and terrain, weather, and driver performance also have an impact, as does the traditional vehicle mileage. The electric vehicle conversion performance depends on a number of factors including battery chemistry:
- Lead-acid batteries are the most available and inexpensive. Such conversions generally range from 30 to 80 km (20 to 50 mi). Production of EVs with lead-acid batteries can reach up to 130 km (80 mi) per charging.
- NiMH batteries have a higher energy density than lead-acid; the EV prototype delivers up to 200 km (120 mi) range.
- EVs with new lithium-ion batteries provide a distance of 320-480 km (200-300Ã, mi) per charge. Lithium is also cheaper than nickel.
- Nickel-zinc batteries are cheaper and lighter than Nickel-cadmium batteries. They are also cheaper (but not light) than Lithium-Ion batteries.
Finding an economic balance of range versus performance, battery capacity versus weight, and battery type versus the cost of challenging EV every manufacturer.
With an AC system or a DC Advanced regenerative braking system it can extend the range by up to 50% under extreme traffic conditions without a complete halt. Otherwise, the distance is extended by 10 to 15% in city driving, and can only be ignored in driving on the road, depending on the terrain.
BEVs (including buses and trucks) can also use genset trailers and push trailers to extend their range when desired without weight gain during normal melee use. Disposable baset trailers can be replaced by remanufactured at route points. If hired then the maintenance fee can be suspended to the agency.
Such BEV can be a Hybrid vehicle depending on the type of trailer and car energy and powertrain.
- Tesla Roadster (build 2008-2012) can travel 245 miles (394 km) per charge;
- Tesla Model S with 85 kWh battery has a range of 510 km (320 miles). Tesla Model S has been built since 2012. It's priced around US $ 100,000 .
- Rimac Concept One with 82 kWh battery has a range of 500 km. This car was built since 2013.
- Pure electric car BYD e6 with 60 kWh battery has a range of 300 km.
- Nissan Leaf 2016 bestseller with 30 kWh battery has a range of 172 km.
Trailer
The axillary battery capacity carried in the trailer can increase the overall vehicle range, but also increase the power loss arising from aerodynamic drag, increase the effect of weight transfer and reduce traction capacity.
Thermal effects
The internal resistance of some batteries can increase significantly at low temperatures which can lead to a noticeable reduction in the range of the vehicle and on battery life.
Replace and delete
The alternative to recharging is to redeem the drained or nearly drained battery (or battery range module) with a fully charged battery. This is called battery swapping and is done at the exchange station.
On the other hand, MIRA has announced a hybrid retrofit conversion kit that provides removable battery packs that are plugged into a rechargeable outlet. Also the XP Vehicle uses a free-charge hot-swap battery charging cable (removable power pack for home extension cordless replacement).
The swap station feature includes:
- Consumers no longer care about the cost of battery capital, life cycle, technology, maintenance, or warranty issues;
- Swapping is much faster than charging: battery swap equipment built by Better Place company has shown automatic swap in less than 60 seconds;
- The Swap Station improves the feasibility of distributed energy storage through the power grid;
Concerns about swap stations include:
- Potential for fraud (battery quality can only be measured through full discharge cycles, battery life can only be measured during recurring debit cycles, which in swap transactions can not tell if they are getting outdated or reduced effectiveness batteries; the battery decreases slowly over time, the worn battery will gradually be forced into the system)
- The manufacturers' unwillingness to standardize access details/battery deployment
- Security issues
Recharge
Zinc-bromine flow batteries can be refilled using liquids instead of replenished by connectors, saving time.
Leasing
Three companies are working on a battery lease plan. Greenstop has completed trials of their ENVI Grid Network which allows consumers to easily monitor and recharge electric vehicle batteries. Think Car USA plans to lease batteries for City electric cars for sale next year. Better Place created a system for consumers to "subscribe" to services that offer recharging stations and battery exchange.
The electric utilities are considering a plan that will include providing electric vehicles to users (at low prices) and benefiting them from selling energy.
V2G and afteruse
The intelligent network allows the BEV to provide power to the network at any time, especially:
- During the peak load period (When the electricity sale price can be very high, it can then be recharged during off-peak hours at a cheaper price while helping to absorb overnight excesses.Here the vehicle functions as a battery storage system distributed for buffer power.)
- During off lights, as backup
Pacific Gas and Electric Company (PG & E) has suggested that the company can buy used batteries for backup and load purposes. They claim that while these used batteries may no longer be used in vehicles, their residual capacity still has significant value.
Age
Individual batteries are usually arranged in large battery packs of various voltage products and ampere-hour capacity to deliver the required energy capacity. Battery life should be taken into account when calculating the additional cost of ownership, as all batteries eventually wear out and must be replaced. The rate at which they expire depends on a number of factors.
The discharge depth (DOD) is the recommended proportion of the total available energy storage for which the battery will reach its rated cycle. The lead-acid cycle batteries in general should not be disposed to below 20% of the total capacity. More modern formulations can survive in deeper cycles.
In real-world use, some Toyota RAV4 fleets, using Nickel-metal hydride batteries, have exceeded 100,000 miles (160,000 km) with little degradation in their daily reach. Quoting the closing appraisal of the report:
- "The five-vehicle test demonstrates the long-term durability of Nickel Metal Hydride batteries and electric drive trains, with only a slight reduction in performance observed to date in four of the five.... EVTC test data provides strong evidence that all five vehicles will surpass 100,000 miles (160,000 km) mark.SCE's positive experience demonstrates the very strong possibilities of the Nickel Metal Hydride battery of 130,000 to 150,000 miles (240,000 km), trains operational life, therefore EVS can match or exceed the mile of vehicle lifecycle motor comparable internal combustion.
- "In June 2003, 320 RAV4 EVs of the SCE fleet were used primarily by meter readers, service managers, field representatives, service planners and postal services, and for security and carpool patrols. of-operation, the RAV4 EV fleet has recorded over 6.9 million miles, eliminating about 830 tons of air pollutants, and preventing over 3,700 tons of carbon dioxide emissions.With the successful operation of EVs to date, SCE plans to continue to use them well after they log 100,000 miles. "
Long lasting lithium ion battery to some extent; they lose some of their maximum storage capacity per year even if they are not used. Nickel metal hydride batteries lose much less capacity and are less expensive for the storage capacity they provide, but have a lower total capacity initially for the same weight.
Jay Leno 1909 Baker Electric (see Baker Motor Vehicle) still operates on its original Edison cell. BEVs battery replacement costs can be partially or completely offset by the lack of routine maintenance such as oil changes and filters required for ICEV, and by greater BEV reliability due to fewer parts. They also get rid of many other parts that usually require service and maintenance in a regular car, such as on a gearbox, cooling system, and engine tuning. And by the time the battery finally needs a definitive replacement, the battery can be replaced with the next generation that may offer better performance characteristics.
The lithium iron phosphate battery reaches according to the manufacturer of more than 5000 cycles at a discharge depth of 70% each. As the world's largest manufacturer of lithium iron phosphate batteries concerned with BYD, which has been developed through manufacturing various precision cells for deep cycle applications, such as those used in stationary storage systems. After 7500 cycles with 85% discharge it still has a reserve capacity of at least 80% at 1C level; which corresponds to the full cycle per day for a lifetime of min. 20.5 years. The lithium iron phosphate battery Sony Fortelion has after 10,000 cycles at 100% discharge rate is still the remaining capacity of 71%. This accumulation since 2009 in the market.
Used in solar batteries Lithium-ion batteries have very high cycle resistance with over 10,000 charge and discharge cycles and long service life of up to 20 years.
The plug-in America has a driver between Tesla Roadster (2008), a survey conducted in connection with the installed battery life. It was found that after 100,000 miles = 160,000 km, the battery still has a capacity of 80 to 85 percent remaining. This is irrespective where the climate zone of the car is moved. Tesla Roadster is built and sold between 2008 and 2012. For 85-kWh battery in Tesla Model S Tesla is an 8-year warranty with unlimited mileage.
Varta Storage leaves his family's family and guarantees 14,000 full cycles and lifespan for 10 years.
In December 2016, the world's best-selling electric car is the Nissan Leaf, with more than 250,000 units sold since its inception in 2010. Nissan stated in 2015 that until then only 0.01 percent of batteries had to be replaced due to failure or problems and then only because of damage caused from outside. There are several vehicles that already cover more than 200,000 km; no one has a problem with the battery.
Recycling
At the end of its useful life, the battery can be recycled.
Security
The safety issue of battery electric vehicles is largely handled by ISO 6469 international standards. The document is divided into three sections that address specific issues:
- Storage of electrical energy in the plane, ie battery
- Functional security and protection against failures
- Protection of people against electrical hazards.
Firefighters and rescuers receive special training to handle the higher voltages and chemicals encountered in electric and hybrid electric vehicle accidents. While BEV accidents can cause unusual problems, such as fires and smoke due to rapid battery discharge, many experts agree that BEV batteries are safe in commercially available vehicles and rear-end collisions, safer than gasoline-engined cars with rear gas tanks.
Typically, battery performance testing includes a determination:
- State Of Charge (SOC)
- Health Conditions (SOH)
- Energy Efficiency
Performance testing simulates the drive cycle for Battery Electric Vehicles (BEV) drive carts, Hybrid Electric Vehicles (HEV) and Plug in Hybrid Electric Vehicles (PHEV) to specifications required by car manufacturers (OEMs). During this drive cycle, controlled cooling of the battery can be performed, simulating the heat conditions in the car.
In addition, the climatic chamber ensures constant environmental conditions during characterization and allows simulations to be carried out for a complete range of automotive temperatures that include climatic conditions.
Patent
Patents may be used to suppress the development or dissemination of this technology. For example, patents relevant to the use of Nickel metal hydride cells in cars are held by the branch of Chevron Corporation, a petroleum company, which retains veto rights over the sale or licensing of NiMH technology.
Research, development and innovation
<& amp; D Magazine prestigious R & amp; D 100 Awards - also called "Oscar Discovery" - for 2008: Argonne National Laboratory has received awards for EnerDel/Argonne High Power Lithium-Ion Batteries for Hybrid Electric Vehicles - a highly reliable and secure device that is lighter, more compact, stronger, and more durable than a battery nickel-metal hydride (Ni-MH) found in hybrid electric vehicles today.
Future
Battery-operated vehicles (such as the Nissan Leaf) are projected to have annual sales by 2020 from 100,000 units in the US and 1.3 million worldwide - 1.8 percent of the 71 million cars expected to be sold by 2020. Another 3.9 million pairs of -ins and hybrids will be sold worldwide, bringing the total electric and hybrid market to about 7 percent of all cars sold by 2020.
BollorÃÆ'Â © a group of French automotive components developed the "Bluecar" concept car using a Lithium metal polymer battery developed by a subsidiary of Batscap. It has a range of 250 km and a top speed of 125 km/h.
Ultracapacitors
Electric double-layer capacitors (or "ultracapacitors") are used in some electric vehicles, such as the Trinity AFS concept prototype, to store available energy quickly with high power density, to keep batteries within safe resistive heating limits and extend battery life.
Since commercially available ultracapacitors have low energy densities, no production electric cars use exclusively ultracapacitors. But using an electric car with a battery and ultracapacitor can reduce the limitations of both.
Promotions
As US President Barack Obama announced 48 advanced battery and electric drive projects that will receive $ 2.4 billion in funding under the American Recovery and Reinvestment Act. These projects will accelerate the development of US manufacturing capacity for batteries and electric drive components as well as the deployment of electric drive vehicles, helping to build American leadership in creating next generation advanced vehicles.
This announcement marks the single largest investment in advanced battery technology for hybrid vehicles and electric propulsion ever made. Industry officials are hoping that this $ 2.4 billion investment, plus another $ 2.4 billion in the cost of the award winners, will result directly in the creation of tens of thousands of manufacturing jobs in the US battery and automotive industry.
The new award includes a $ 1.5 billion grant for US-based manufacturers to manufacture batteries and their components and to expand battery recycling capacity.
US Vice President Joe Biden announced in Detroit over $ 1 billion in grants to Michigan-based companies and universities. Reflecting the country's leadership in clean energy manufacturing, Michigan corporations and institutions receive the lion's share of any country's grant funding. Two companies, A123 Systems and Johnson Controls, will receive a total of approximately $ 550 million to build a state manufacturing base for advanced batteries, and two others, Compact Power and Dow Kokam, will receive a total of more than $ 300 million to produce battery cells and ingredients. Major automakers based in Michigan, including GM, Chrysler, and Ford, will receive a total of more than $ 400 million to produce battery parts and electric drive. And three educational institutions in Michigan - University of Michigan, Wayne State University in Detroit, and Michigan Technological University in Houghton, on the Upper Peninsula - will receive a total of more than $ 10 million for educational and training programs to train researchers, technicians and providers services, and conducting consumer research to accelerate the transition to advanced vehicles and batteries.
Energy Secretary Steven Chu visited Celgard, in Charlotte, North Carolina, to announce a $ 49 million grant for the company to expand its separation production capacity to serve the expected increase in demand for lithium-ion batteries from manufacturing facilities in the United States. Celgard will expand its production capacity in Charlotte, North Carolina, and Concord, North Carolina, and nearby companies expect new separator production to come online in 2010. Celgard expects that about hundreds of jobs can be created, with the first of those jobs starting as early as the season. fall 2009.
EPA administrator Lisa Jackson is at St. Petersburg, Florida, to announce a $ 95.5 million grant for Saft America, Inc. to build a new plant in Jacksonville at the site of the former Cecil Field military base, to produce lithium-ion cells, modules and battery packs for military, industrial and agricultural vehicles.
Deputy Secretary of the Transportation Department John Porcari visited East Penn Manufacturing Co., at Lyon Station, Pennsylvania, to provide a $ 32.5 million grant to the company to increase production capacity for regulated lead acid batteries and UltraBattery, lead acid batteries combined with carbon supercapacitors, for micro and light hybrid applications.
See also
References
External links
- Test the EV Battery Pack in the Manufacturing Environment
- Traction BatteriesÃ, - New 2010 Gold Rush 2010-2020 (IDTechEx)
- Glossary and Battery Definition
- NACS 2011 Annual Fuel Report
- Asian Manufacturers Will Lead $ 8 Billion Market for Electric Vehicle Batteries (Pike Research)
- Essential factors for the success of rechargeable batteries in vehicles, Former Grail Research Analyst, April 2012
- Construction
- Tractional battery construction
- Image of car battery construction
Source of the article : Wikipedia
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