Weight of lithium ion car battery,battery replacement 2003 jetta,can you charge a deep cycle battery with a car charger,auto batteries dukinfield weather - 2016 Feature

14.04.2016
Progress has so far been modest, however, with a typical automotive lithium-ion battery yielding roughly 90 miles of range. As breakthroughs go, then, the ability to increase the energy density of existing lithium-ion batteries by a factor of seven would be hugely significant. Even more remarkably, it would mean a Tesla Model S would only need to charge up every 2,000-or-so miles, far outperforming even the most frugal gasoline and diesel-powered vehicles.
According to Nikkei Technology, researchers at the School of Engineering at the University of Tokyo may have discovered a way to make such a breakthrough by adding cobalt to the crystal structure of lithium oxide for the positive electrode in a battery cell. Tests on the new battery have shown that it accepts charging and discharging cycles successfully without generating excess carbon dioxide or oxygen.
However, the University of Tokyo says that their battery’s sealed structure gives it greater reliability and safety, both of which are crucial for automotive usage. GT960 12V Group 48 Carbon Fiber High Performance Lithium Ion Battery for Sports Cars, Muscle Cars, Auto Racing, Race Boats and Other Applications - Superior and Safe Lithionics Lithium Ion Batteries. Lithium-ion batteries are an extremely common form of rechargeable battery often found in consumer electronics such as laptops and cell-phones. The electrolyte component in the batteries is typically liquid and quite flammable, and the batteries as a whole are prone to shorts, overheating and catching fire. Improvements in larger lithium-ion batteries would be a big step forward for technologies such as electric cars or electrical grids, and thus for sustainable transportation and energy. The ORNL researchers, in work published in the current issue of the Journal of the American Chemistry Society, have an easy method for making a nanostructured form of one solid electrolyte. The solid electrolyte isn’t as conductive as liquid electrolytes, but the researchers say they can compensate for this by making the electrolyte very thin, among other measures. The solid electrolyte not only makes batteries safer, it could also enable the use of higher energy electrode materials. The team restructured the solid electrolyte to be porous at the nanoscale, which yielded the far higher level of conductivity. Just to put a finer point on lithium-ion batteries, the chemistry in the battery cells on board the grounded 787 were cobalt oxide(CoO2)from a Japanese company GS Yuasa. The batteries in the EV CODA for example, use lithium-iron phosphate(LiFePO4)chemistry, which is safer at high temperatures. It will be interesting to see when solid electrolyte batteries replace liquid chemistry batteries. They’re now looking at the protection circuits for those failed 787 batteries, not the cells.
FYI — the photo shows the box of high-voltage electronics of the MINI-E, not the battery pack. Batteries add a very large amount of material expense, weight, and recycling challenges to an electric fleet. Why keep making millions of redundant systems, when those huge expenses could go toward electrical induction of roads?
Producing electricity and electric roadways should be a Federal project, so expenses can be minimized, and individual consumers needed be forced to bear the brunt of upfront costs (like $10,000 to $15,000 worth of battery pack per automobile). Far better to put it on the Federal debt ledger, and pay it off through equitable taxes, Federal bonds, and printing money.


So why do we think this sort of economic model is appropriate for the most pressing national infrastructure challenge in the history of the world? And if 67you are wrong, as I surmise, how do you justify self-righteously touting such unadulterated bull***t in a serious discusion? Somehow, I don’t think a Nissan Leaf requires 57 million watts of energy to drive one mile down the road. But perhaps you have an advanced degree in electrical engineering and can show me my error? The slick Tesla retails for more than $100,000 partially because of the high prices of Lithium-ion batteries. Part of that hefty price is the sleek, sports car design and amenities and the power to go from zero to 60 miles per hour in under four seconds -- an acceleration that ranks among the best-performing gasoline sports cars. We measure battery longevity in cycle lives, or the number of times that you can run it down, charge it up and use it again.
As with the safety issue, researchers are looking for a longer-lasting Lithium alternative. Toshiba has also come out with a fast-charging Li-ion battery initially for bicycles and construction vehicles that it eventually wants to test in cars [source: MSNBC]. With so much energy going into Li-ion battery development, there's a strong possibility that they could be fueling our cars in the near future. CAPTCHAThis question is for testing whether you are a human visitor and to prevent automated spam submissions. As it improves, so does the driving range of the increasingly popular zero-emission vehicles. While ideal for many electric car owners using their vehicles on shorter daily routes, that range is some way short of the 200 miles of range that would open up the market to the majority of drivers. Cost aside, such technology would allow the Nissan LEAF to drive roughly 550 miles on a single charge using a similarly sized battery to the 24kWh unit it currently features. It means that while extensive tests will still be required before this technology reaches a road-legal car, the early signs are encouraging.
Having fallen for cars because of the virtues of a particular German flat-six, it's what we'll all be driving next that now interests Richard most.
Without considering the practicality of building such a battery, we can look at the periodic table and pick out the lightest elements with multiple oxidations states that do form compounds. At those smaller scales the batteries’ technology is reliable and well-understood, but at larger sizes there have been challenges. Boeing’s new Dreamliner 787 fleet was recently grounded worldwide after two separate incidents in which the on-board lithium-ion battery, which supplies the planes with auxiliary and back-up power, caught fire.
To that end, a group of researchers at Oak Ridge National Laboratory have just published preliminary work on a new form of battery that relies on a solid electrolyte. The nanostructure improves the material’s conductivity 1,000 times, enough to make it useful in lithium-ion batteries. Even then, the batteries might not charge as quickly or provide the same boost of power possible with liquid electrolytes, but this would be okay in many applications, such as in electric cars, where the sheer number of battery cells makes it easy to deliver adequate bursts of power.
As a result, while the rate at which these batteries deliver power may be less than today’s lithium-ion batteries, the total amount of energy they can store would be far higher.


The solid electrolyte also helps prevent shorts, and unlike the liquid counterparts won’t degrade electrodes. Just plug it in overnight, and you can go up to 250 miles (402 kilometers) without stopping by the gas station. Like the AA batteries that you put into your TV remote control, Li-ion batteries eventually die.
With Li-ion batteries, starting from a 100 percent fully-recharged battery will give you a longer individual cycle life, but will reduce the total number of cycles you'll get from it. In June 2008, Toyota also publicized plans to join forces with the company that produces its current hybrid batteries to develop Li-ion batteries by 2009 [source: Kim]. For more information about tomorrow's cars and related information, visit the links on the next page.
But as currently designed, they have a theoretical energy density limit of about 2 mega-joules per kilogram. The researchers also showed that the new material is compatible with high-energy electrodes. A much smaller battery could then be used—saving space and weight on airplanes and greatly reducing the cost of electric vehicles.
But you’d need to deliver roughly a million watts along about 90 feet of road, and this would need to be repeated every mile to sustain travel at ~60MPH. In fact, Li-ion batteries are around four to five times more expensive than nickel-metal-hydrideA­ ones [source: Popely].
For that reason, the Tesla Roadster doesn't allow you to re-charge more than 95 percent of the original power or let it drain down to less than 2 percent [source: Eberhard and Straubel].
One company, Altair Nanotechnologies announced in 2006 that it had found a new material that would far outlast Li-ion batteries and recharge faster for the same price, called lithium titanate [source: Bullis]. And if research regarding the substitution of silicon for carbon in the anodes is realized in a practical way, then the theoretical limit on lithium-ion batteries might break 3 mega-joules per kilogram. Assuming that we could actually make such a battery, its theoretical limit would be around 5 mega-joules per kilogram. Since the car-capable packs can cost between $10,000 and $15,000 each, finding a cheaper alternative will be a major hurdle for car companies that want to market them [source: Popely]. Canadian car company Phoenix Motorcars is using lithium titanate batteries in its line of electric cars that have a 100-plus mile range. Therefore, the maximum theoretical potential of advanced lithium-ion batteries that haven’t been demonstrated to work yet is still only about 6 percent of crude oil!
It's like trying to fill up a pitcher of water that has a tiny hole that grows bigger and bigger with each use. Speed создан для того, чтобы побить рекорд скорости бензиновых автомобилей, Acceleration – для обычного использования.



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