Technology promises to scale with future battery technologies

May 09 [Thu], 2013, 14:45
Energy storage specialist California Lithium Battery (CLBattery) has announced that it has begun work to commercialise a third-generation lithium-ion battery based on technology created at the Argonne National T117C bright Laboratory. The result: a battery which promises to last three times as long as anything else on the market.

The secret lies in Argonne's silicon carbide battery anode material, which replaces the graphite anode traditionally used in lithium-ion batteries. While silicon carbide had previously been discounted for use in lithium-ion batteries due to its instability, Argonne researchers discovered that applying graphene to the anode - a process it calls graphitisation - resulted in a material with twice the lithium-ion capacity of graphite alone.

Using graphitised silicon carbide as an anode, Argonne claims, results in a direct reduction in weight of the combined anode and cathode by 16 per cent - or, alternatively, an increase in capacity for the same weight. The technology promises to scale with future battery technologies, too, up to a potential 50 per cent weight reduction.

Sadly, while CLBattery is forging ahead with a commercial implementation, it's going to be a while before your laptop or smartphone sees the benefit. The company's first product built around the technology is designed for KY265 bright use in grid energy storage and electric vehicle applications.

Following the technology's release over the next two years, however, it's likely that Argonne will be looking to licence its invention to other manufacturers - including gadget makers. With the promise of increased longevity and a choice of reduced weight or boosted capacity, it could well prove the first real success for the miraculous graphene.

This is in contrast to a traditional lead acid battery

May 09 [Thu], 2013, 14:40
Firefly’s technology is an innovative material science that removes almost all limitations of current lead-acid battery products. The materials also hold the promise of major simplification for manufacturing of lead-acid batteries and will Studio 1535 brightpotentially deliver more flexible form factors or configurations, which may be the catalyst to change the entire distribution and profitability models of the battery industry.

As he began his research into lead acid battery chemistry and structure, Kurt Kelley discovered that much of the lead in the grid structure of conventional batteries can be replaced by a totally new type of grid material. Of course, once the basic material was determined to have the requisite physical and chemical properties, much subsequent research and testing was required to determine the optimum configuration and “architecture” within the battery itself. These results are confirmed in recently granted U.S. Patents.


In the advanced battery architectures that Firefly has perfected, the MicrocellTM composite foam “grids” are impregnated with a slurry of lead oxides which are then formed up to the sponge lead and lead dioxide in the normal fashion. Because of the foam structure, the resultant negative and positive plates have enormous surface-area advantages over conventional lead acid grid structures. This results in much-improved active material utilization levels (i.e. from the historical 20-50% up into the range of 70-90%) as well as enhanced fast-recharge capability and greater high-rate / low-temperature discharge times.

The signal advantage of Firefly’s Microcell Technology? is that it fundamentally changes the performance of active materials within the lead acid cell due to its unique architecture. Overall, the Firefly foam electrode structure results in a redistribution of most of the electrolyte (the biggest “resistor” in a lead acid battery) into the pores of the foam plate, in closer proximity to the lead chemistry. This is in contrast to a traditional lead acid battery, where most of the electrolyte is in the separator, more distant from the plate’s chemistry. Each foam wafer contains hundreds or thousands of spherical microcells (depending on the foam pore diameters).

This leads to enhanced active-material utilization levels because each microcell has its full complement of sponge lead or lead dioxide and sulfuric acid electrolyte. Liquid diffusion distances are reduced from the traditional levels of millimeters over linear paths (the conventional “2D” diffusion mechanism) to the level of microns in the three-dimensional space within the discrete microcells that collectively comprise a totally new type of electrode structure (what Firefly calls a “3D” electrode). Such a structure results in much higher power and energy delivery and rapid recharge capabilities relative to conventional lead acid products. These foam electrodes can be used in either flooded or VRLA battery designs.

Firefly Energy has developed two significant technologies that will deliver advanced battery performance for an entire spectrum of uses served by lead acid, nickel, and lithium based chemistries. The two technologies, 3D and 3D2, involve the use of a porous three dimensional material in either flooded or VRLA (valve-regulated lead acid) battery designs. Implementation of this technology successively T112C brightdoes away with the corrodible lead grids found in conventional lead acid battery design, and allows delivery of the full power potential of lead acid chemistry for energy storage.

This breakthrough delivers a formidable jump in specific power, energy, and cycle life. The resulting products possess performance parameters comparable to advanced materials (Lithium and Nickel-based) batteries, but at costs far below these high performance batteries.

Almost most of the brands notebook computers

March 21 [Thu], 2013, 14:25
Samsung laptop provides a powerful performance and easy-to-use mainstream versatile product – Samsung Q470 for users fighting in 12 cells 593562-001front of the TV to stay up all night watching the Olympic Games, the HD large screen is the perfect companion for staying up late and high-end Discrete Graphics is the necessary element of the simulation sports games.

Samsung Q470 has the 14-inch HD LED super-bright display, with the narrow frame design, the viewing perspective is broader. 220nit lumens make the images more lifelike and clear, and the implantation of the anti-glare technology can effectively alleviate eye fatigue, and to avoid the eye injury bringing by staying up late.

The Samsung Q470 uses the latest NV GT650M gDDR3 2GB high performance Discrete Graphics, which has good performance for 3D high-definition video, graphics editing and 3D gaming, especially in software rendering and lighting effects it can play an outstanding performance.

In addition to the screen characteristics, some humanized details are also highlights for Samsung Q470. The unique LED backlit keyboard provides supplementary assistance for poor light conditions, and also the USB port increases the backlight design, so that the user find interface easilier in the dark.

Unlike ordinary laptops, the Samsung Q470 comes with a bracket, and the bottom can be lifted about 10 °angle. The palm rest is lifted to help ease the burden on the palm of your hand and wrist, at the same time to raise the parallel lines of vision, and slow down the neck pressure, to a certain extent it helps 12 cells 537627-001body radiating.

Almost most of the brands notebook computers has not incorporated privacy protection device into the design framework, while the lower right corner of the Samsung Q470 screen is equipped with a shortcut key to open, which is a very private nature of innovative design. It not only effectively protects consumers’ personal privacy, but also the shape is quite unique.

Minteer said that she has successfully used the prototype battery

March 21 [Thu], 2013, 12:21
Researchers at St. Louis University in Missouri have developed a type of fuel cell that can produce electricity from almost any type12 cells Pavilion 13 of sugar. The scientists successfully tested the new cell with a glucose solution, carbonated soft drinks, sweetened drink mixes and even tree sap.

The biodegradable cell runs best off of the simple glucose solution, and it runs worst off of carbonated beverages, which caused it to weaken.

The research was funded by the Department of Defense, which is interested in developing ways to charge portable electronic devices in battlefield or emergency situations where electricity is not readily available. But the researchers have also suggested that the fuel cell could be used to replace lithium-ion batteries in portable electronics such as computers and cell phones. Lead researcher Shelley Minteer estimates that the cell could be ready for consumer use within three to five years.

Fuel cells are distinct from the electrochemical cells commonly used in batteries; electrochemical cells generate electricity from a closed system (metal rods in ionic solutions), whereas fuel cells actually consume their fuel source, which must be periodically replaced. The cell developed by Minteer's team consumes sugar and leaves behind a handful of byproducts, primarily water. The researchers have suggested that a battery constructed from the cell could contain easily replaceable cartridges filled with a sugar solution.

Minteer said that she has successfully used the prototype battery -- about the size of a postage stamp -- to power a handheld calculator.

Fuel cells running off of hydrogen or hydrocarbons have become a popular area of alternative energy research -- but, in many12 cells Pavilion dm1 cases, technical problems have ruled them out as a practical energy source. The smallest commercially available fuel cell is one made by Toshiba, which uses undiluted methanol as fuel. In December 2006, Samsung announced that it would make methanol fuel cells for laptops commercially available by the end of this year.

Laboratory battery can scale up to larger sizes

March 21 [Thu], 2013, 12:18
A rechargeable battery patented by Thomas Edison more than a century ago is staging a comeback. The nickel-iron battery may yet prove to b 12 cells 511884-001e a viable power source for electric cars, as the inventor had intended.

Thanks to a redesign, Edison’s battery can now store almost as much energy, gram for gram, as the lithium-ion battery in Nissan’s all-electric car, the Leaf. But the redesigned battery charges faster and promises to be cheaper and safer, researchers report online June 26 in Nature Communications.

“People abandoned this type of battery in the 1970s because there were better batteries at the time,” says Hongjie Dai, a chemist at Stanford University. “We have made the Edison battery interesting again by drastically increasing the ability to charge and discharge it.”

Edison’s original design, patented in 1901, calls for two metal electrodes. A mixture of iron compounds and carbon gives off electricity that flows to a sheet of nickel, discharging the battery. Though hardy, it didn’t usher in the revolution in electric cars that Edison had hoped for. Ultimately it was eclipsed by other technologies, including the lithium-ion battery, that stored and delivered more energy.

To resurrect Edison’s battery, Dai and colleagues reshaped its electrodes at nanometer scales. Instead of simply mixing iron and carbon, the researchers grew iron pellets on top of atom-thick sheets of carbon chicken wire called graphene. Tiny plates of nickel perched atop carbon tubes formed the other electrode.

This attention to detail united each metal and its carbon counterpart with chemical bonds that provided a superhighway for electrons. A small prototype battery charged in about two minutes and discharged within 30 seconds, nearly 1,000 times faster than traditional nickel-iron designs. That speediness could be useful for juicing up a car in a hurry or storing and releasing the energy flowing through the larger power grid.

If scaled up for use in cars, nickel-iron batteries may be cheaper than batteries made from lithium, which is less abundant in Earth’s crust. Also, the fluid electrolyte between iron and nickel electrodes isn’t flammable, so the battery won’t have the safety problems that have caused lithium-ion batteries to explode, says Dai.

Despite its advantages, the Edison reboot still has a ways to go to prove itself. It faces competition from new lithium technologies under development that promise to store more than twice the energy in current lithium-ion batteries. And the researchers still need to show that their laboratory battery can scale up to larger sizes.

“Quoting power and energy density from small lab cells is not realistic,” says M. Stanley Whittingham, a chemist at Binghamton12 cells 504610-001 University in New York. “Real cells typically have capacities of only 20 percent of the numbers calculated in the lab.”

Building a bigger battery may be the only way that Edison’s 20th-century scheme will come of age in the 21st century.

We need to double-down on advanced battery technology

March 21 [Thu], 2013, 12:13
Earlier this week I spoke with a former colleague about the 787 Dreamliner battery fire. He said that he expects the fire to be a major 12 cells HSTNN-OB88problem for the battery industry and to slow acceptance of lithium-based batteries in the marketplace.

I told my former colleague, as I have told many others this week, that my expectation is just the opposite: Although the Dreamliner incident highlights a real safety hazard, the hazard is not one posed by batteries. The hazard is one posed by the ever increasing need of modern technology for electrical current.

The electrical current we need to power our devices, machines and vehicles must come from somewhere. Advanced economies depend upon electricity to transmit data and energy. Future increases in productivity, and indeed continued economic growth, will depend upon providing more current and storing it in ever smaller and lighter amounts of mass. There simply are no better, safer or more efficient ways to do that today than with lithium-based batteries.

I have been struck over the past two weeks by the schadenfreude of some, who claim the Dreamliner incident as proof that government and industry have foolishly invested in an energy technology that is dangerous and that has few practical commercial applications. Nothing could be farther from the truth. Those who pine for older energy storage technologies, or who wish to discredit energy storage technology entirely, are simply trying to sell horse saddles to Henry Ford.

We need to double-down on advanced battery technology and lithium-based batteries, not shun them. Storing ever increasing amounts of energy in ever decreasing amounts of mass is a dangerous business. But it is a business we must be in, as future economic prosperity depends upon using energy storage to 12 cells G42facilitate ever increasing amounts of electronic data and energy.

The final outcome of the Dreamliner incident will not be a market pull-back from lithium-based batteries. It will be a realization that the market has no practical alternative to their use. The dangers of storing electric energy are real and must be addressed. But there is no going back. Advanced energy storage and lithium-based batteries are here to stay.

The cathode or the positive terminal of the alkaline battery is composed of manganese

January 18 [Fri], 2013, 16:38
With electronic or electricity based items and objects greatly in use today, cells and batteries have become a household name. These are the two objects that are found in every household today and without which, life seems bright L09S6Y11impossible. Be it toys, remotes of fans, television sets, air conditioners or DVD players, watches, digital cameras, cell phones or any other daily use product, nothing can function without batteries.

Although there is a huge difference between the cells and batteries used by all of this gadgetry, the object known to us as a cell or battery has more or less similar functionality and mechanism. Whatever might be the type, mechanism or shape of the cell, it is something that we are using in our daily life and it has become a driver for our world since a great proportion of whatever this world contains today, is driven by electricity or some voltage, so to speak.

One of the major and most commonly used types of cells is the alkaline battery which is used in toys such as robots and cars as well as remotes, wall clocks and other light duty household items. This battery is one of the many rechargeable batteries that we have today and run on an electrochemical reaction.

Alkaline batteries run on the reaction that takes place between manganese oxide that is chemically written as MnO2 and zinc that is represented by a chemical symbol of Zn. When it comes to the mechanism and shape, alkaline batteries are very closely related to zinc-carbon batteries that run on the reaction between manganese oxide and carbon powder. In zinc-carbon batteries, the cell is packed in a can that is made up of zinc. This can not only makes up for the traditional cylindrical covering of the cell but also plays part as the negative terminal.

The positive terminal in this cell is the carbon rod that is surrounded by a mixture of powdered carbon and manganese oxide. The electrolysis of the two chemical compounds is aided by an electrolyte that is made using a mixture of ammonium chloride and zinc chloride dissolved in water. In comparison to zinc-carbon batteries, alkaline batteries have longer shelf lives and higher energy densities, given that that voltage is the same. Although there are batteries with higher capacity and energy density but they cost way more in price and hence become uneconomical for most buyers. These cells are known as button cell silver-oxide batteries. Hence, keeping in view the capacity, energy density, shelf life and cost effectiveness, an alkaline battery becomes the most feasible choice for most buyers.


The company, Everready Battery, is deemed to be the first producer of the alkaline batteries working for which, a Canadian engineer, invented it somewhere in the 1950s. The name of the engineer was Lewis Urry. However it was not until the 9th of October, 1957 that Lewis Urry, along with P. A. Marsal and Karl Kordesch filed the United States patent for alkaline batteries which finally got granted in the year 1960. Union Carbide Corporation was the first to be assigned the patent. That was a little account of alkaline batteries but talking chemically, the choice of zinc powder has been excellent for sure as it provides more surface area to the negative terminal and hence allows for sufficient amount of current.

The cathode or the positive terminal of the alkaline battery is composed of manganese oxide as discussed above. In this case, as opposed to the mechanism of zinc-carbon batteries, the electrolysis or the chemical reaction is aided by the electrolyte known as potassium hydroxide and not by ammonium chloride or zinc chloride dissolved in water. Voltage produce by a single of such batteries is around 1.5 volts, however a series of many alkaline batteries may allow for higher voltages to be achieved. Types of alkaline batteries have also been found whose voltage production ranges up to 1.65 volts. This would, most probably, be a non-discharged and zero-load battery.

The voltage however depends greatly on the chosen contents of the zinc oxide in the electrolyte or the manganese dioxide. Under load, an average alkaline cell would present a voltage of no more than 1.3 volts but nobright 57Y4559 lesser than 1.1 volts. Even when fully discharged, these batteries are left with a voltage of 0.8 to 1.0 volts.

Easily available on the internet as well as in the market, alkaline batteries can be bought for very cheap prices. Different brands produce varying qualities of the cell and as per the choice, consumers can buy the one they consider to be the best for their gadget.

The most comprehensive of battery tests and also the one requested

November 22 [Thu], 2012, 11:36

Batteries are condemned when they no longer meet the performance requirements set by the manufacturer of the battery and/or the manufacturer of the aircraft and when it is not economical to repair it by the replacement of all cells. Basically, not meeting performance requirements means not passing the capacity test, but cheap 572032-001 can also be condemned for failing charge tests.

Discharge:

The most comprehensive of battery tests and also the one requested/performed more often is the deep cycle/capacity test. In this test, the battery must be discharged at a specific rate (usually 1C) for one hour and must not fall below 20.0V (for a 20 cell battery). Also, individually, none of the cells must fall below 1.00V. If any of the cells fail this test, even if the total battery voltage is above 20V, the battery does not pass the capacity requirements and must be discharged totally (each cell discharged fully) and subsequently recharged, as the first attempt to restore the capacity of the cells that failed.

If a second capacity test shows that the battery still fails but there is an improvement in the cells that failed, the cycle is repeated and there is a great probability that the battery will pass the third capacity test. But, if the second capacity test shows little or no improvement, then, there is a great probability that not only the battery will fail the third test, but that additional cells will also fail. (When a battery is in a bad condition, additional testing often results in more cell failures).

If the total number of cells that need replacement is greater than 20% (more than four or five depending on how good the rest of the cells are), then, any further cell replacement is not advisable due to the mismatch between the old and new cells, hence total cell replacement is recommended. In most cases, however, the price of a new battery is favorably close to or better than the price of newhp envy Pavilion Mini 1000 battery cells, so it is much better to condemn the old battery and to replace it with a new one.

(Sometimes, cost of temperature sensors or special connectors dictates that cell replacement, rather than total battery replacement is the preferred method).

This is also true if a battery failure results in a grounded airplane

November 22 [Thu], 2012, 11:35
Emergency batteries that are connected to the bus are constantly in charge and thus continuously evaporate water from the electrolyte. As the electrolyte level drops and the plate separator begins to be exposed (dried out in extreme cases), the separator material begins to deteriorate which results in cell heating9cells Pavilion Envy 14 battfery and shorts in extreme cases.

Batteries that are subject to continuous charging and have little or no opportunity to deliver power, need to be removed periodically, first to check the water level and second to check for capacity.

Water level checking cannot be performed on the aircraft. It can only be performed under bench test conditions with a constant current charger and only when the battery has reached full charge. Excessive water consumption can be indicative of overcharging (bus voltage too high) or infrequent servicing, or both. The time required for this test will range from one day for a "good" battery to several days for a "problem battery".

Since emergency batteries are basically in stand-by condition and are subject to continuous charging, their capacity to deliver current when needed slowly diminishes (capacity fading), so it is also necessary to periodically perform a capacity test. If this test is passed marginally, or not at all, the cells have to be deep cycled (total discharge) to restore the rated capacity. Depending on the severity of the fading, the total discharge and subsequent recharge must be performed several times before proper capacity restoration will occur. The time required for this type of testing will require from two days for a "good" battery to a full week for a "problem" battery.
Batteries that do not pass the required tests can be repaired by replacing the individual cells that fail the specific tests, but not more than 20% of the total number of cells in the battery (4 to 5 cells) should be replaced. If more than 20% of the cells need to be replaced, the entire battery needs to be replaced (this is done to minimize the mismatching between new cells and old cells).

Under normal conditions, most batteries are expected to last five to six years, provided that they are serviced properly (Including occasional cell replacement). This is true even for the larger batteries that are used to start engines or APU’s. But, with improper maintenance (basically infrequent maintenance) the life of the batteries will be significantly shorter. If servicing is infrequent, by the time that the 12 cells 537626-001are finally removed for testing, it may be too late.

Proper servicing is costly. Time to do it, proper personnel, availability of a replacement battery, service charges by the battery shop, etc. But, if as a result of inadequate servicing the battery must be replaced, its cost far exceeds the cost of proper servicing. This is also true if a battery failure results in a grounded airplane. Finally, the cost of an in-flight battery failure (Overheating, little or no capacity to provide power, etc.) could have more severe consequences.

Is an urgent need to establish the main universities

August 02 [Thu], 2012, 14:55
Reporter: Recently, the State Council discussed and adopted the "12th Five-Year" national strategic emerging industries development plan ", pointed out that the new energy automotive industry to speed up the core technology for high-performance power batteries, motors and other key components and replacement battery for KS525AAmaterials R & D and promote the use of , the formation of the industrial system. At present, China's new energy vehicle technology innovation status?

Wang Binggang: From the entire automotive Technically, we are still in the stage to study abroad, energy saving and new energy vehicles is also true. But learning does not mean we can not have independent innovation. Electric vehicles, for example, the development of electric vehicles around the world should be said that is not particularly mature in many areas is still in the stage to explore and understand. This gives us more opportunities for independent innovation, compared to these opportunities to fuel the car much more. Therefore, we must begin now to focus on the future out of the path of an innovation can not lag behind, especially in battery technology competition. The battery to solve the core issue of our development of electric cars will become more proactive. It should be said that we have a good foundation in battery technology research, has gathered a considerable number of domestic talent from abroad. I believe the country's efforts to support, through the collective efforts of the researchers, we have to become the world's R & D and production of the advanced countries of the battery is not difficult. New energy vehicles in China started late, has also been made encouraging progress, but our competitors is the "heavyweight", so the less said the so-called "overtaking around the curve, concentrating efforts to the most important.

Reporter: Do you think how to become truly innovative subject of the new energy automotive industry?

Wang Binggang: Currently in the field of new energy vehicles, innovative dominant position is not strong. Is an urgent need to establish the main universities and research institutes of basic research, common technology research for the support of the innovation system, while increasing the strength of independent R & D investment. With leading product research and development capabilities, excellent quality control system and a solid economic strength, is the new energy auto companies should have the condition. Recently discussed and adopted energy-saving and new energy automotive industry development plan, "pointed out that the average fuel consumption of passenger car production in 2015 was reduced to 6.9 liters per 100 kilometers in 2020 to 5.0 liters, this indicator of China's automotive technology the progress of an important lead role in this as an opportunity to drive innovation.

Reporter: abroad in the development of new energy automotive industry experience to draw on?

Wang Binggang: There are many ways. For example, from the business point of view, there are many good practices in the new energy automotive industry innovation. They will apply their extensive experience in the traditional automotive R & D full play the advantages of the university in basic research, in-depth collaborative research on the electric drive vehicle technology. Such as thermal management system of the vehicle with the battery pack, battery pack security technologies, standardization of battery modules, motor drives, modular, pedestrian alert system, energy recovery humane control, remaining mileage estimates. Germany, for instance, they have the electric vehicle operation as a national action from the outset to require all participants in a coordinated, national coordination platform to build an electric car, from politics, industry, scientific community, regional and consumers composed of representatives and the formation of the Working Group to undertake different tasks.

Reporter: the current situation, how to balance the development of new energy vehicles and fuel-efficient cars?

Wang Binggang: the development of fuel-efficient cars is currently the fastest effective energy saving technical means is the industry competitive in the current mainstream technology, and the basis for the future of new energy vehicle technology. The development of new energy vehicles is the high quality KU531AAfundamental solution of the problem-solving in the future, the future of the automobile industry the focus of competition and hope the road is still long, but fierce competition has already begun, we must be quick departure. Therefore, the principle of China's auto industry is both energy efficient cars and new energy vehicles, both can not be ignored.
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