Michel Jullian wrote:
That's for the cathode material, and it is nanostructured. The rest seems to be
standard Li ion battery materials.
It has all the features one can dream of for a Bettery (5mn charge, works down to
-30°C, >10 yrs life), except for energy density. From the page you quote:
"The current capacity and nominal voltage of the standard module are 4.2Ah and 24V,
respectively. Its size is approximately 100 × 300 × 45mm. And it weighs about 2,000g.
Consequently, its energy density is about 50.4Wh/kg (74.7Wh/L)."
Suitability for an EV: for 50 kWh (minimum required for a non hybrid EV I
believe),
"Minimum" is squishy. For an EV with the same range as a gas car
traveling at highway speeds, yup, you probably do need something like 50
kWh, or even more.
But to produce a "commuter car" with a substantial market, which
performs better than a similar car equipped with old-fashioned EV
batteries (like, lead-acid), you can get away with a lot less.
25 kWh would probably give a range of ~ 80 to 100 miles at moderate
speed, or so I'd guess. And at 25 kWh, your battery weight goes down to
about a half ton, which is plausible.
Current aftermarket highway-usable EVs carry on the order of a half-ton
of batteries and have considerably poorer range than that, but they're
still useful cars. OTOH, is the market for such cars big enough for
someone (*not* GM, obviously) to make money in it? I dunno...
Note that lead-acid batteries really suffer in the deep discharge cycles
of an EV. Consequently lead-acid based EV's need to have their
batteries replaced every couple years, and a few months into the second
year their range is typically starting to look pretty anemic compared to
what the same battery pack could do when new. And a single "near-death
experience" -- caused by, say, getting lost and accidentally going 'way
over the limit, maybe even running them all the way down until the car
stops moving while trying to find your way back -- can take months off
the battery pack's life. In a word, lead-acid batteries stink.
The SCiB batteries, with an alleged 5000 cycles before they start
failing, would be incomparably better batteries for an EV.
Perspective: 5,000 cycles is 13 years of use cycling them once a day.
And if gas keeps going up, marketing an EV should get really easy...
the mass would be 50000/50.4 =~1000 kg as I worked out before, much too heavy
I think, and volume would be 50000/74.7 = 670 L, quite a lot. But I think it's
perfect for hybrids, for which 10 kWh must be sufficient (200 kg, 134 L are
acceptable figures)
Michel
----- Original Message -----
From: "Terry Blanton" <[EMAIL PROTECTED]>
To: <vortex-l@eskimo.com>
Sent: Wednesday, April 30, 2008 6:35 PM
Subject: Re: [Vo]:Re: Toshiba Bettery
Lithium Titanate:
http://techon.nikkeibp.co.jp/english/NEWS_EN/20071212/144076/
Terry
On Wed, Apr 30, 2008 at 12:12 PM, Charles M. Brown
<[EMAIL PROTECTED]> wrote:
What is the SCiB battery made of?
I think that everyone should know as much about everything as possible.
Secrecy does not help civilization extend knowledge. People enthusiastic
about batteries should gravitate towards battery makers. Product users
should be as knowledgeable as possible about their activity.
Aloha,
Charlie
