Tesla Superchargers Enables Free Travel Between San Diego and Vancouver

Tesla Motors today announced the opening of the West Coast Supercharger Corridor, energizing a network of stations that enable Model S owners to travel for free between San Diego, California and Vancouver, British Columbia.

With stations along U.S. Highway 101 and Interstate 5, the West Coast's key routes, cities and destinations are connected by Tesla Superchargers. Model S customers can drive between San Diego, Los Angeles, Santa Barbara, San Francisco, Sacramento, Portland, Seattle, and Vancouver for free with minimal stops. More than 99 percent of Californians and 87 percent of Oregon and Washington owners are now within 200 miles of a Supercharger.

Tesla Superchargers are substantially more powerful than any other charging technology in the world, capable of charging Model S 20x faster than most public charging stations. Superchargers deliver up to 120 kW DC (Direct Current) power directly to the Model S battery, providing half a charge in as little as 20 minutes. Superchargers are strategically placed along major highways connecting city centers. Stations are located where customers want to stop, near amenities like roadside diners, cafes and shopping centers, so owners can stop for a quick meal while their Model S charges for free.

This morning in San Diego, two Model S will embark on a 1,750 mile #DriveFree road trip to Vancouver powered only by Tesla Superchargers. The journey will take them through Santa Barbara, San Francisco, Sacramento, Mt. Shasta, Portland, Seattle, and Vancouver, with stops at popular destinations such as the Santa Monica Pier, Monterey Bay and the world famous Pike Place Fish Market. Throughout the trip, Tesla will be hosting owner and media events and providing real time updates from the road on Twitter, Facebook and Instagram.

Panasonic Agree to Supply Tesla with 2 Billion Battery Cells

Panasonic Corporation and Tesla Motors today announced that the two companies have reached an agreement in which Panasonic will expand its supply of automotive-grade lithium-ion battery cells to Tesla. With this agreement, the two companies update and expand their 2011 arrangement to now supply nearly 2 billion cells over the course of four years. The lithium-ion battery cells purchased from Panasonic will be used to power the award winning Model S as well as Model X, a performance utility vehicle that is scheduled to go into production by the end of 2014.

This agreement builds upon a multi-year collaboration between Panasonic and Tesla to develop next-generation automotive-grade battery cells and accelerate the market expansion of electric vehicles. Panasonic’s cells combined with Tesla’s proven EV battery expertise have already enabled more than 130 million customer miles driven in Tesla Roadsters and Model S.

“This expanded agreement with Panasonic is important to Tesla as we continue to increase the pace of production,” said Tesla Co-Founder and CEO Elon Musk. “We look forward to strengthening our relationship with Panasonic, and I’m confident that this partnership will continue to be an integral part of Tesla’s success for years to come.”

Together, Panasonic and Tesla have developed a next-generation battery cell technology that provides the highest energy density and best performance cells in the market. Panasonic’s cylindrical cell is a customized technology designed specifically for optimizing electric vehicle quality and life. These cells are integrated by Tesla into the battery pack in a way that enables an industry-leading range of approximately 265 miles for the Model S.

“We are extremely proud to be a strategic partner of Tesla,” said Yoshihiko Yamada, president of the Automotive & Industrial Systems Company, an internal company of Panasonic. “Panasonic will increase its production capacity of lithium-ion battery cells to supply Tesla’s growing needs as it expands its production of EVs.”

Graphene-Coated Silicon Supercapacitor could make batteries obsolete

Solar cells that produce electricity 24/7, not just when the sun is shining. Mobile phones with built-in power cells that recharge in seconds and work for weeks between charges.

These are just two of the possibilities raised by a novel supercapacitor design invented by material scientists at Vanderbilt University.

It is the first supercapacitor that is made out of silicon so it can be built into a silicon chip along with the microelectronic circuitry that it powers. In fact, it should be possible to construct these power cells out of the excess silicon that exists in the current generation of solar cells, sensors, mobile phones and a variety of other electromechanical devices, providing a considerable cost savings.

“If you ask experts about making a supercapacitor out of silicon, they will tell you it is a crazy idea,” said Cary Pint, the assistant professor of mechanical engineering who headed the development. “But we’ve found an easy way to do it.”

Instead of storing energy in chemical reactions the way batteries do, “supercaps” store electricity by assembling ions on the surface of a porous material. As a result, they tend to charge and discharge in minutes, instead of hours, and operate for a few million cycles, instead of a few thousand cycles like batteries.

These properties have allowed commercial supercapacitors, which are made out of activated carbon, to capture a few niche markets, such as storing energy captured by regenerative braking systems on buses and electric vehicles and to provide the bursts of power required to adjust of the blades of giant wind turbines to changing wind conditions. Supercapacitors still lag behind the electrical energy storage capability of lithium-ion batteries, so they are too bulky to power most consumer devices. However, they have been catching up rapidly.

Research to improve the energy density of supercapacitors has focused on carbon-based nanomaterials like graphene and nanotubes. Because these devices store electrical charge on the surface of their electrodes, the way to increase their energy density is to increase the electrodes’ surface area, which means making surfaces filled with nanoscale ridges and pores.

“The big challenge for this approach is assembling the materials,” said Pint. “Constructing high-performance, functional devices out of nanoscale building blocks with any level of control has proven to be quite challenging, and when it is achieved it is difficult to repeat.”

So Pint and his research team – graduate students Landon Oakes, Andrew Westover and post-doctoral fellow Shahana Chatterjee – decided to take a radically different approach: using porous silicon, a material with a controllable and well-defined nanostructure made by electrochemically etching the surface of a silicon wafer.

This allowed them to create surfaces with optimal nanostructures for supercapacitor electrodes, but it left them with a major problem. Silicon is generally considered unsuitable for use in supercapacitors because it reacts readily with some of chemicals in the electrolytes that provide the ions that store the electrical charge.

With experience in growing carbon nanostructures, Pint’s group decided to try to coat the porous silicon surface with carbon. “We had no idea what would happen,” said Pint. “Typically, researchers grow graphene from silicon-carbide materials at temperatures in excess of 1400 degrees Celsius. But at lower temperatures – 600 to 700 degrees Celsius – we certainly didn’t expect graphene-like material growth.”

When the researchers pulled the porous silicon out of the furnace, they found that it had turned from orange to purple or black. When they inspected it under a powerful scanning electron microscope they found that it looked nearly identical to the original material but it was coated by a layer of graphene a few nanometers thick.

When the researchers tested the coated material they found that it had chemically stabilized the silicon surface. When they used it to make supercapacitors, they found that the graphene coating improved energy densities by over two orders of magnitude compared to those made from uncoated porous silicon and significantly better than commercial supercapacitors.

The graphene layer acts as an atomically thin protective coating. Pint and his group argue that this approach isn’t limited to graphene. “The ability to engineer surfaces with atomically thin layers of materials combined with the control achieved in designing porous materials opens opportunities for a number of different applications beyond energy storage,” he said.

“Despite the excellent device performance we achieved, our goal wasn’t to create devices with record performance,” said Pint. “It was to develop a road map for integrated energy storage. Silicon is an ideal material to focus on because it is the basis of so much of our modern technology and applications. In addition, most of the silicon in existing devices remains unused since it is very expensive and wasteful to produce thin silicon wafers.”

Pint’s group is currently using this approach to develop energy storage that can be formed in the excess materials or on the unused back sides of solar cells and sensors. The supercapacitors would store excess the electricity that the cells generate at midday and release it when the demand peaks in the afternoon.

“All the things that define us in a modern environment require electricity,” said Pint. “The more that we can integrate power storage into existing materials and devices, the more compact and efficient they will become.”

Source: Nature

Nissan to Lead Rapid Charge Network Project

Nissan is leading a consortium which aims to establish a network of rapid chargers for electric vehicles running the full length and breadth of the United Kingdom and Ireland.

When complete, a total of 74 rapid chargers will have been installed, covering more than 1,100kms of major trunk routes and providing EV-friendly links to five seaports and five international airports.

The project, named Rapid Charge Network (RCN), was presented at the Trans European Transport Network (TEN-T) event in Tallinn, Estonia, which was hosted by European Commission Vice President Siim Kallas. Estonia was the first country in the world to open a nationwide EV fast-charging network.

Funding for the Rapid Charge Network (RCN) project is being led by Nissan and is co‑financed by the European Union through the TEN-T programme, with further contributions from fellow consortium members Renault, BMW and Volkswagen and ESB Ireland's Electricity Supply Board. It also draws on the network expertise of Zero Carbon Futures and Newcastle University

"Nissan is delighted to be leading this important initiative. The UK's Rapid Charge Network will provide a vital sense of security for all EV drivers, not just those using the award-winning Nissan LEAF, as well as helping to promote the advantages of zero emission mobility to others," said Olivier Paturet, General Manager Zero Emission Strategy & Corporate Planning.

Running on two priority road axes on the mainland, the network will link major ports and cities including Stranraer, Liverpool, Holyhead, Birmingham, Felixstowe, Leeds and Kingston upon Hull with connections to existing networks in Dublin and Belfast in Eire and Northern Ireland.

Significantly, the rapid chargers being deployed will be the first state-of-the-art multi-standard units in public operation in Europe. This will ensure that every EV owner in the country can undertake long journeys secure in the knowledge that they will never be far from a rapid charger no matter what brand of car they drive. The units are compatible with cars using 44kW DC CCS, 44 kW DC Chademo or 43 kW AC systems. Installation of the rapid chargers is due to be completed by the end of 2014.

By providing a network of chargers for EV drivers, the RCN project is designed to encourage further take up of electric vehicles in a bid to further decarbonize road transport.

The network will also be used to gather strategic information from users, including customer charging behavior and changes in mobility patterns, to help plan the roll-out future rapid charging infrastructure in member states across Europe.

The RCN project is one of 30 priority transport projects across Europe identified by TEN-T. The Projects were chosen according to the added value they offer to the European community and their contribution to the sustainable development of transport systems. They include rail, mixed rail-road, road and inland waterway projects, as well as a ‘motorways of the sea' scheme.

Source: RCN

Sumitomo to Triple LiNiO2 output to meet Tesla Model S Demand

Sumitomo Metal Mining will invest ¥4.8 billion (US$48 million) to boost its production capacity of lithium nickel oxide (LiNiO2) from the current 300 tons per month to 850 tons to meet anticipated increased Li-ion cell production by Panasonic to meet the growing demand for Tesla Model S EVs.

Sumitomo successfully developed its high-performance lithium nickel oxide for cathode materials in collaboration with Panasonic Corporation and is now supplying this material to that company, which uses it to make the cylindrical lithium-ion batteries which are adopted in the electric powertrains used by Tesla.

Tesla commenced deliveries of its award-winning Model S sedan in the US in June 2012. With Model S deliveries now underway in Europe and slated to begin in Asia, including Japan and Australia, in the spring of 2014, Panasonic is planning to increase production of its lithium-ion batteries.

To respond to this expansion of the market for automotive rechargeable batteries, Sumitomo will expand its production facilities for lithium nickel oxide at its Isoura Plant in Niihama City, Ehime Prefecture. Expansion work is to get under way in October, with completion scheduled for June 2014.

Sumitomo says it is pursuing aggressive development and stable supply capability in cathode materials, leveraging its ability to produce nickel in-house. Going forward, Sumitomo intends to further strengthen its operations in materials for energy and environmentally related applications.

BMW i3 to have 200 Mile Lithium-Air Battery by 2017 [VIDEO]

At the recent launch of the BMW i3 lithium-ion battery-electric car, BMW board member Ian Robertson said that in the next three to four years there will be more progress in battery development than in the previous 100 years. He said electric cars will have batteries with twice the current power within four to five years, which will double the range.

We reported back in January that Toyota Motor Corp and BMW AG agreed to jointly research a lithium-air battery. Lithium-air battery has its anode filled with lithium, and cathode with air.

Lithium metal-air batteries can store more than 5,000 watt-hours per kilogram. (A123 M1 cells are around 120 wh/kg) That's more than forty-times as much as today's high-performance lithium-ion batteries, and more than another class of energy-storage devices: fuel cells.

The reduction in battery mass is achieved by eliminating the need for a second reactant inside the cell. Lithium metal batteries react with oxygen in the air that is pulled in through a 'breathing' casing, making them lightweight and compact.

The technology is being studied by researchers including IBM , which is working to develop a lithium-air battery that will let electric vehicles run 500 miles on one charge.

Given the recent new that General Motors is working on an EV that can go 200 miles (320 km) per charge at a cost of about $30,000 to compete with Tesla's as yet un-named 200 mile $30,000 EV due in approx three to four years, the 2016/17 model year promises to be a very exciting year for affordable, long range electric vehicles.

Molten-air battery offers up to 45x higher storage capacity than Li-ion

Researchers at George Washington University have demonstrated a new class of high-energy battery, called a "molten-air battery," that has one of the highest storage capacities of any battery type to date. Unlike some other high-energy batteries, the molten-air battery has the advantage of being rechargeable.

Although the molten electrolyte currently requires high-temperature operation, the battery is so new that the researchers hope that experimenting with different molten compositions and other characteristics will make molten-air batteries strong competitors in electric vehicles and for storing energy for the electric grid.

This ability to store multiple electrons in a single molecule is one of the biggest advantages of the molten-air battery. By their nature, multiple-electron-per-molecule batteries usually have higher storage capacities compared to single-electron-per-molecule batteries, such as Li-ion batteries. The battery with the highest energy capacity to date, the vanadium boride (VB2)-air battery, can store 11 electrons per molecule. However, the VB2-air battery and many other high-capacity batteries have a serious drawback: they are not rechargeable.

The researchers experimented with using iron, carbon, and VB2 as the molten electrolyte, demonstrating very high capacities of 10,000, 19,000, and 27,000 Wh/l, respectively. The capacities are influenced by the number of electrons that each type of molecule can store: 3 electrons for iron, 4 electrons for carbon, and 11 electrons for VB2. In comparison, the Li-air battery has an energy capacity of 6,200 Wh/l, due to its single-electron-per-molecule transfer and lower density than the other compositions while a typical Li-Ion battery has a capacity of approx 600 Wh/l.

Source: Phys.org

Graphene-Based Supercapacitors Improve Energy Density by 12x

Monash University (Australia) researchers have brought next generation energy storage closer with an engineering first - a graphene-based device that is compact, yet lasts as long as a conventional battery.

Published today in Science, a research team led by Professor Dan Li of the Department of Materials Engineering has developed a completely new strategy to engineer graphene-based supercapacitors (SC), making them viable for widespread use in renewable energy storage, portable electronics and electric vehicles.

SCs are generally made of highly porous carbon impregnated with a liquid electrolyte to transport the electrical charge. Known for their almost indefinite lifespan and the ability to re-charge in seconds, the drawback of existing SCs is their low energy-storage-to-volume ratio - known as energy density. Low energy density of five to eight Watt-hours per litre, means SCs are unfeasibly large or must be re-charged frequently.

Professor Li's team has created an SC with energy density of 60 Watt-hours per litre - comparable to lead-acid batteries and around 12 times higher than commercially available SCs.

"It has long been a challenge to make SCs smaller, lighter and compact to meet the increasingly demanding needs of many commercial uses," Professor Li said.

Graphene, which is formed when graphite is broken down into layers one atom thick, is very strong, chemically stable and an excellent conductor of electricity.

To make their uniquely compact electrode, Professor Li's team exploited an adaptive graphene gel film they had developed previously. They used liquid electrolytes - generally the conductor in traditional SCs - to control the spacing between graphene sheets on the sub-nanometre scale. In this way the liquid electrolyte played a dual role: maintaining the minute space between the graphene sheets and conducting electricity.

Unlike in traditional 'hard' porous carbon, where space is wasted with unnecessarily large 'pores', density is maximised without compromising porosity in Professor Li's electrode.

To create their material, the research team used a method similar to that used in traditional paper making, meaning the process could be easily and cost-effectively scaled up for industrial use.

"We have created a macroscopic graphene material that is a step beyond what has been achieved previously. It is almost at the stage of moving from the lab to commercial development," Professor Li said.

Graphene-Based Supercapacitors Improve Energy Density by 12x

Monash University (Australia) researchers have brought next generation energy storage closer with an engineering first - a graphene-based device that is compact, yet lasts as long as a conventional battery.

Published today in Science, a research team led by Professor Dan Li of the Department of Materials Engineering has developed a completely new strategy to engineer graphene-based supercapacitors (SC), making them viable for widespread use in renewable energy storage, portable electronics and electric vehicles.

SCs are generally made of highly porous carbon impregnated with a liquid electrolyte to transport the electrical charge. Known for their almost indefinite lifespan and the ability to re-charge in seconds, the drawback of existing SCs is their low energy-storage-to-volume ratio - known as energy density. Low energy density of five to eight Watt-hours per litre, means SCs are unfeasibly large or must be re-charged frequently.

Professor Li's team has created an SC with energy density of 60 Watt-hours per litre - comparable to lead-acid batteries and around 12 times higher than commercially available SCs.

"It has long been a challenge to make SCs smaller, lighter and compact to meet the increasingly demanding needs of many commercial uses," Professor Li said.

Graphene, which is formed when graphite is broken down into layers one atom thick, is very strong, chemically stable and an excellent conductor of electricity.

To make their uniquely compact electrode, Professor Li's team exploited an adaptive graphene gel film they had developed previously. They used liquid electrolytes - generally the conductor in traditional SCs - to control the spacing between graphene sheets on the sub-nanometre scale. In this way the liquid electrolyte played a dual role: maintaining the minute space between the graphene sheets and conducting electricity.

Unlike in traditional 'hard' porous carbon, where space is wasted with unnecessarily large 'pores', density is maximised without compromising porosity in Professor Li's electrode.

To create their material, the research team used a method similar to that used in traditional paper making, meaning the process could be easily and cost-effectively scaled up for industrial use.

"We have created a macroscopic graphene material that is a step beyond what has been achieved previously. It is almost at the stage of moving from the lab to commercial development," Professor Li said.

Cadillac ELR Goes Ultrasonic in Pursuit of High Quality

Ultrasonic welding, a high-tech manufacturing process used in the aerospace and medical industries, is helping ensure high quality for the new Cadillac ELR extended-range electric luxury coupe that goes on sale in North America in early 2014.

Ultrasonic welding’s key advantage is exceptional and predictable quality and performance from one battery pack to the next. Every ELR battery, for example, has close to 200 ultrasonic welds. Each is required to meet stringent quality requirements, enabling Cadillac to offer an eight-year/100,000-mile battery system warranty.

Short cycle times, low capital costs and manufacturing flexibility through the use of automation are other advantages of ultrasonic welding.

“Ultrasonic welding is a far superior joining technology in applications where it can be deployed,” said Jay Baron, president and CEO of the Center for Automotive Research in Ann Arbor, Mich. “Cadillac’s innovative process will produce batteries with superior quality compared with traditional methods – and do it more efficiently. This is one example of technology development that is becoming pervasive in today’s world class vehicles.”

General Motors’ Brownstown Battery Assembly plant near Detroit, uses ultrasonic welding to join metal electrode tabs on ELR’s advanced 16.5-kWh lithium-ion battery system, and does it with a proprietary quality monitoring process. Brownstown uses an automated system to execute millions of these welds each year.

Ultrasonic welding uses specialized tools called an anvil and horn to apply rapid mechanical vibrations to the battery’s copper and aluminum electrodes. This creates heat through friction, resulting in a weld that does not require melting-point temperatures or joining material such as adhesives, soldering or fasteners.

An integrated camera vision system is used to shoot a reference image of the weld area prior to the operation to achieve pinpoint accuracy. Quality operators check electrode tabs before and after welding, and the system monitors dozens of signal processing features during each weld.

The battery-specific welding process is a result of collaboration among General Motors’ Manufacturing Systems Research Lab and Advanced Propulsion Center and the Brownstown plant. GM first applied the process on the award-winning Chevrolet Volt – its groundbreaking extended-range electric vehicle – and further refined it for ELR.

“This effort is an outstanding example of teamwork between research and manufacturing engineering,” said Catherine Clegg, GM vice president of Global Manufacturing Engineering. “It has helped integrate the use of highly technical, complex technology into a sustainable manufacturing process, which means we can consistently deliver high-quality batteries to our customers for the Cadillac ELR.”

The ELR’s T-shaped battery pack is located along the centerline of the vehicle, between the front and rear wheels for optimal weight distribution. The 5.5-foot-long (1.6 m), 435-pound (198 kg) pack supplies energy to an advanced electric drive unit capable of 295 lb-ft of instant torque (400 Nm) to propel the vehicle. Using only the energy stored in the battery, the ELR will deliver a GM-estimated range of about 35 miles (56 km) of pure electric driving, depending on terrain, driving techniques and temperature.

Charging the ELR’s battery can be done with a 120V electrical outlet or a dedicated 240V charging station. The vehicle can be completely recharged in about 4.5 hours using a 240V outlet, depending on the outside temperature.

The Cadillac ELR is built at GM’s Detroit-Hamtramck Assembly Plant, one of the few high-volume electric vehicle manufacturing facilities based in the U.S. Its battery pack is built from cell to pack at Brownstown and shipped to Detroit-Hamtramck for assembly into the vehicle.