New battery for electric cars could last 27 years young,rechargeable aa batteries mac,car battery delivery service malaysia 370 - For Begninners

Lithium-ion battery pack for 2014 Chevrolet Spark EV electric carEnlarge PhotoIf it wasn't so important for the future of electric cars, it could almost get tiresome: Just how do you improve batteries for longer life, quicker charging and a greater range?
It's a question being investigated by great minds all around the world, and has turned up some surprising and exciting results over the last few years. Inspired by Popular Mechanics' look at potential electric vehicle and hybrid battery breakthroughs, we've compiled many of our previous battery tech articles into one handy guide.
The aluminum plates used have high energy density, and companies testing it such as Phinergy say you'd need to refill the car with water every few hundred miles. Existing lithium-ion technology is among the best battery technology we have for electric cars and hybrids.
Compared to other battery types it's relatively energy-dense, charges relatively quickly, is lighter than many other battery types, and it's tried-and-tested. Others have researched into the existing problems with lithium-ion tech--such as reducing the tendency for lithium to gather around the battery electrodes. Then there's lithium-air tech--an offshoot of lithium-ion batteries, and one that could significantly increase energy density. It sounds unlikely, but simple herbs could be employed to make batteries greener in future. In a rare look at improving the environmental aspects of batteries rather than increasing their range, researchers at Rice University and the City College of New York have looked at using the herb madder, or purpurin, as a natural cathode for lithium-ion batteries. You might not gain hundreds of miles, but any eco-minded electric car driver would be glad to know their batteries had just a little less impact on the environment, right? The fact he's made a working prototype, and is partnered with MIT, and Rutgers University, lends credibility to his claims. Five years is like forever these days.I sure hope they pull it off, but I still have the feeling that we're going to wait too much for the really revolutionary things in life.
That's right, you tell your daughter that she's the reason there isn't massive change in the world. Critics and advocates have alternately come up with answers to battery longevity questions citing data that makes them respectively frown or smile, but the short answer is this: Ultimately, it is too soon to tell. Then again, when the first gasoline cars started to come along, and people compared those noisy, smelly, breakdown-prone and flammable contraptions to horses, while fence sitters stuck with what was known reliable, well, you know the rest of that story. But similarities and differences between internal combustion engines and motors powered by software-controlled batteries make that oft-used analogy an imperfect one.
There may be good reason why people are waiting to see what generation two and three bring beyond today’s top-selling Nissan Leaf, Tesla Model S, extended-range Chevy Volt and other “compliance cars” their makers only lease and may not even let you buy.
Sometimes clinging to a comfort zone is the right thing to do, and at others, it may only feel right even if it’s not. To increase consumer confidence, manufacturers have warranted the batteries for time periods deemed pretty long even by internal combustion car standards. Research has been conducted but in most cases, electric cars looked at were only a year or two old, with well under 100,000 miles, if not less than 50,000 miles. What may be one of the more useful studies is Plug In America’s look at the Tesla Roadster.
Launched in 2008, the Roadster was the first EV of the modern era and cost in the low six figures. Biases in the study may have been for or against as (only) 126 respondents who’d driven over 3.1 million miles collectively were at least motivated enough to fill in a survey. That means if its EPA-rated range was 248 miles, it may have 198-211 miles range, more or less after 100,000 mile usage.
As a reminder, a plug-in car’s battery pack is essentially like the fuel tank on a regular car.
To put things in perspective, Tom Saxton, chief science officer for Plug In America, whose family owns three EVs, noted costs and benefits gained outweigh negatives. Indicators so far are the Model S is doing better than the Roadster but Saxton is not making forecasts yet though he notes owners participating in an ongoing survey are averaging over 18,000 miles annually.
An interesting read is Tesla’s owners manual including warnings on page 83 not to let the battery go to zero, or else.
Saxton was the one most responsible for the Roadster study, and he also did a survey on the Nissan Leaf. The Leaf did suffer excessive range loss among a small number of drivers in hot climates, which Nissan acknowledged by upping its warranty but not re-engineering its pack.
That said, some Leafs in Saxton’s study observed no noticeable degradation in the hottest climates, so there are no absolutes.
As for high-voltage DC quick charging, the study – as did one from the Idaho National Laboratory – found no worries with this among Leafs it examined with less than 50,000 odometer miles.
What’s more, INL tested in Phoenix, Ariz., the epicenter of where climate also has been reported as attacking the Leafs which use only air cooling, and no liquid thermal management system as does Tesla, Chevrolet, Ford, Honda, and others.
Tesla, as is well publicized, is even more adamant about its higher-powered Superchargers as safe, and no problem.
Tesla and Nissan at first did warn against it, but have since said it’s OK, and contrarily, battery engineers at Ford suggest caution is still warranted. Whether concerns remain, the convenience of recharging 80 percent in 20-30 minutes has weighed into decisions to go with DC quick charging.
A measure of research and personal assurance is required for those who buy and don’t lease their electric cars as no one has seen an eight-year-old Tesla Model S, or Chevy Volt or Nissan Leaf, for example. One simple way around it, where possible, is leasing which puts all liability on the long-term ownership back on the manufacturer. While they do vary, some lease prices around the country have been so low that the cost of the car-plus-electricity can be less than cost just to fuel some ordinary cars. This is like getting a car “for free” as proponents point out, and there is something to that, where applicable. For those who wish to own beyond the warranty period, desires for aftermarket battery suppliers to spring up in due time have been uttered, but it may be a while before the business case for such an industry is justified. There’s also hope that as battery costs come down, the stock replacement or repair may be cheap enough to make nursing the car longer worthwhile.
As for batteries in EVs that are totaled or worn out, myriad secondary usages are being developed, or alternately, recycling is expected to keep them out of land fills, as their metals and rare earths are valuable. We’ve linked studies and data for you to do further study, but where EVs are leagues ahead of the horseless carriages of over 110 years ago is they are building on the shoulders of modern automotive engineering. Only the powertrain is unique, and otherwise all-electric cars are conventional and familiar automobiles. But, as Saxton points out saying he did not wait for the first computers to level out before he decided to buy his first, the same goes for electric cars.
Elon Musk sure seems to be in a hurry to get the Gigafactory going, perhaps even breaking ground on two locations at once, just to make sure there are no delays. That doesn’t mean the battery will be useless, but it will mean many owners are operating with less range than they’re used to.
It’s frankly a brilliant scheme on Tesla’s part, as they can create customers for life needing a steady supply of replacement batteries.

It’s a great secondary source of income for Tesla, but it’s also a huge boon for customers.
Now, every person that’s purchased a Tesla becomes that much more likely to come back for a second or even third new battery, giving new life to an old car. Elon’s contract with Tesla that he signed last year calls for annual production of 300,000 vehicles by the end of his ten-year term in order to receive all his bonus pay. Keep up to date with all the hottest cleantech news by subscribing to our (free) cleantech newsletter, or keep an eye on sector-specific news by getting our (also free) solar energy newsletter, electric vehicle newsletter, or wind energy newsletter. Christopher DeMorro A writer and gearhead who loves all things automotive, from hybrids to HEMIs, Chris can be found wrenching or writing- or else, he's running, because he's one of those crazy people who gets enjoyment from running insane distances.
It makes a lot more sense in conjunction with the Swap Stations they’ve talked about building.
I have faith that Teslas are built to last and will be sold on second hand to buyers on a tighter budget, whilst the wealthier will buy the latest model. Battery upgrades would return older batteries to tesla who will undoubtedly use them for something, I heard there was potential for these older batteries to be used as home storage batteries. As for people keeping the older models for decades, I think one thing that is seriously going to disrupt that is self-driving cars.
Tesla would be wise to try to make the chassis able to accommodate a modular interior arrangement, so that the chassis does not need to be replaced to adapt to new uses.
Likewise, if the lights can be swapped out for newer units that contain all the sensors required for self-driving, and the software updated to deal with it, then the older chassis will be able to evolve with the driving.
30 year old Teslas will probably be doing taxi service in some of the poorest parts of the world. Discounting aging effects … there is going many newer features like better looks, smarter in-car controls or partially automated driving, etc coming up in 8 years.
JB Straubel has specifically confirmed that outgoing Model S battery packs will see a second life in grid storage prior to recycling. Panasonic data shows 3000 cycles on this cell type to 70% retained capacity – roughly 700K miles interpolated. The Toshiba SCiB batteries used in the Honda FiT are said to be good for 4,000 to 6,000 cycles (depending on the source).
More I look at it, the astonishing thing about Tesla is the ability to control highly energetic chemistries in layers of safety subsystems. Yes SA power price is so not cheap, a new pay tax of $20 over 5 year for Solar upgrade to grid and the $95 price hike.
Is this going to be like when I discovered that my printer toner cartridge wasn’t actually empty and I just needed to cover the sensors with some tape to get it working again? Currently there is nothing preventing me from using a generic part in a vehicle if I want to. I doubt that there will be legislation that requires replacement batteries from only the car manufacturer in the US. We don’t have that sort of regulation for other consumer goods nor do we limit the sale of replacement parts. I’m afraid you will be locked into one battery maker because Tesla arranges the battery cells in a specific way to allow fast charging. As far as I am concerned, if Tesla only wants to give free electricity to cars using their batteries, that’s fair enough. I think the solution might be the battery company will sell you a battery pack along with an adapter for your car. It is known that electric vehicles could travel longer distances before needing to charge and more renewable energy could be saved for a rainy day if lithium-sulfur batteries can just overcome a few technical hurdles. Today’s electric vehicles are commonly powered by rechargeable lithium-ion batteries, which are also being used to store renewable energy. Researchers have developed a hybrid anode made of graphite and lithium that could quadruple the lifespan of lithium-sulfur batteries. Most batteries have two electrodes: one is positively charged and called a cathode, while the second is negative and called an anode. Most lithium-sulfur battery research to date has centered on stopping sulfur leakage from the cathode. The new shield is made of graphite, a thin matrix of connected carbon molecules that is already used in lithium-ion battery anodes. The new anode quadrupled the lifespan of the lithium-sulfur battery system the PNNL team tested. This and most other lithium-sulfur battery research is conducted with small, thin-film versions of the battery that are ideal for lab tests. Aluminum is used as the anode in a battery, ambient air (and the oxygen in it) as a cathode, and water molecules. But it isn't perfect, and several research groups are looking for a way to improve on its existing strengths.
That would go along way to making the cars affordable.Of course that's a BIG IF, since we've heard similar stories for years, that end up only being a small 10-20% improvement.
Tesla warranties its 60-kwh Model S to 125,000 miles, and the 85-kwh version gets unlimited miles. It projects its life for at least 10 years, with the expectation that you’d have around 60-70 percent battery life at that point, depending on usage patterns. This study was done in 2013 just when the five-year warranty of the first Roadsters was ending, and showed Tesla had exceeded early expectations given for its cars. Tesla built fewer than 2,500, and the study observed, “as of July 4, 2013, Tesla Motors reports that ‘2,100+ Roadsters’ have been driven over 35 million miles. It is the most expensive component, and no one who buys a gas or diesel-powered car expects the miles of range to diminish, which may be unsettling for some. There are three on the survey that are over 40,000 miles already (14 to 19 months old),” he said. There are still however conservative voices out there saying too-frequent high-kilowatt dumps into li-ion packs can diminish their lives.
In the case of an 84-mile rated Leaf, it can effectively double or triple this range making daily long-distance driving more feasible for first adopters.
While the Volt does not have an aerospace battery, it’s believed to be well engineered, and built to last to automotive standards. Already GM’s parts dealer list price is only $3,000 for the Volt replacement with core exchange, but a supplier listing one for under $2,600 admitted it cannot actually sell one, and the order must go through an authorized technician. One Avi Hershkovitz is listed as the owner of a 2002 RAV4 EV with 243,000 miles and only one pack replacement so far. Further, electric powertrains are simpler with far fewer moving parts, and in theory, have less to go wrong. You’re basically wrapping up a lifetime of service costs into a single bill, as the Model S needs little more than a few fluid changes and tire rotations over the course of its service lifetime. The simplicity of electric motors means they can run for decades without needing any sort of maintenance, and the ease of swapping out the battery pack is inherent to Tesla’s design.

It’s also the only way I can figure that Tesla will actually need all the planned volume for the Gigafactory.
That’s a little more than half of the 500,000 batteries the Gigafactory can produce, and while other automakers may opt to buy some Tesla batteries, I’m not sure that’s the real game plan here.
So far their customer satisfaction is the highest in the industry, and their response to criticism has been swift and on-point.
Every car I have owned, I eventually sold specifically because the engine was becoming unreliable and expensive to maintain. I cannot see most of these (affluent) early adopters bothering to switch batteries and keeping an old Tesla. These packs are known to be capable of 500,000 miles and technically in excess of 700,000 – offering a potentially great residual value in grid storage after any reasonable span of years in a vehicle, during which time stunning new battery range options and new value for money metrics will certainly have come along. SCiB, LiFe – all nice inherently safe stuff at half or less of the energy density that makes Model S do what it does. Other companies will catch up, but I doubt Tesla will give them the specific formula to make good batteries. Now, a novel design for a critical part of the battery has been shown to significantly extend the technology’s lifespan, bringing it closer to commercial use.
Nature Communications has published a paper describing the anode’s design and performance. When equipped with a conventional anode, the battery stopped working after about 100 charge-and-discharge cycles. Larger, thicker batteries would be needed to power electric cars and store renewable energy. Some of this research was performed at EMSL, DOE’s Environmental and Molecular Sciences Laboratory at PNNL. Combined in the battery, they produce hydrated aluminum oxide and energy--and that energy can be used to power a car. Egg-line nanoparticles of sulfur are one option, improving energy transfer and hugely increasing capacity, while silicon nanoparticles to replace graphite anodes is another.
Batteries, in design, haven't actually really changed for a long, long time; we just improve one component or reactant or another. This could have an even more profound impact on the auto industry than Tesla’s direct sales model, keeping cars on the road for decades instead of years.
I have a theory, and it’s a simple one; Tesla is going to need a lot of batteries soon, but not just for new cars rolling off the assembly line.
There’s no way to tell except to wait, but by then I expect Tesla to have much better battery packs to offer owners.
Minimal maintenance is one of the biggest advantages of electric cars, and one of the main reasons car dealer lobbies are battling Tesla’s direct sales model. But while everybody is focused on Tesla’s direct sales model, this could end up being just as dramatic a shift away from the auto industry as we know it.
I envisage an interior more akin to armchairs around a coffee table, with at least the driver’s seat on a swivel in case manual driving is required. If they keep creating masterpieces and there is no economic crash or uber-concentration of wealth, then I would not be surprised if Tesla sells 500,000 cars. Added to which batteries seem to cost about the same pound for pound not capacity for capacity. After all, you can’t get a replacement ICE engine or gearbox for your Ford pickup from anybody else.
One promising solution is the lithium-sulfur battery, which can hold as much as four times more energy per mass than lithium-ion batteries.
Meanwhile, charged molecules called ions shuffle from one electrode to the other through another path: the electrolyte solution in which the electrodes sit. The dissolved sulfur eventually develops into a thin film called the solid-state electrolyte interface layer.
Combining graphite from lithium-ion batteries with lithium from conventional lithium-sulfur batteries, the researchers dubbed their new anode a hybrid of the two. But the system worked well past 400 cycles when it used PNNL’s hybrid anode and was tested under the same conditions. Liu noted tests with a larger battery system would better evaluate the performance of PNNL’s new hybrid anode for real-world applications. By 2020, when Elon wants the Gigafactory working at full capacity, the first Model S sedans will be running out their 8-year battery warranties.
What if you could replace a battery that gets 265 miles per charge with a battery good for 400 miles or more?
But Tesla isn’t actually getting rid of those costs if you think about it; they’re simply pushing them off for eight years, and wrapping all that potentially-lost profit into a single battery swap. If long distance drives can be done with little driver interaction, very few people would want a car where everyone faces forward. This would enable electric vehicles to drive longer on a single charge and help store more renewable energy.
The film forms on the surface of the lithium-containing anode, growing until the battery is inoperable. So the PNNL team focused on the battery’s other side by adding a protective shield to the anode. These warranties are rated at an unlimited amount of mileage, but don’t cover capacity loss, a problem not even Tesla can outrun. The down side of lithium-sulfur batteries, however, is they have a much shorter lifespan because they cannot be charged as many times as lithium-ion batteries. Sitting on the internet bitchin at people to get out and do "something" doesn't do anything. Historically, the only time you see massive change is when nearly everyone decides to do so. Waste of life but to each his own.I have discussions with my daughter about conservation on a national level.
And since, as a group, we tend to start over with every generation, the people trying to "educate" the masses have to start over too.She thinks it's better to do something than to do nothing. I think it's better to live your life according to your own ideals and let your actions speak for themselves.
If someone else is interested, then they'll ask which gives you the prime opportunity to share.

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Comments New battery for electric cars could last 27 years young

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