Battery developer claims hybrid car advance

WASHINGTON — A battery developer is claiming its technology can extend the range of hybrid electric vehicles.

Technology Research Laboratories Inc. (TRL, Research Triangle Park, N.C.) claims its battery technology can extend the range of hybrid electric vehicles to 75 miles or better per charge. The company claims its battery operates on physical chemistry principles different from conventional lead-acid batteries, and is made almost entirely of carbon and plastic materials.

The company said it is initially targeting the "plug-in" hybrid-electric car market which has so far failed to mesh gears due to unreliable and expensive power sources. Battery disposal also remains an issue. TRL claims its testing showed that a four-passenger electric car be powered by less than 1,000 pounds of its batteries and could travel up to 100 miles on a single charge "depending [on] speed and road conditions."

Total usable energy is 25 kW/hour, TRL said.

Battery life, weight and cost have combined with a lack of battery charging capacity to slow consumer acceptance of electric cars. TRL is claiming a weight power density for its battery technology of up to 80 W per pound with continuous use and up to 200 W per pound at peak use. Volumetric energy density was about 2 kilowatt hours/feet3.

Source : http://www.eetimes.com/news/latest/showArticle.jhtml?articleID=193303372

The H in Honda stands for Hybrid - that will be the message from the Japanese firm Geneva Motor Show

This official sketch is of its latest petrol/electric prototype, the Small Hybrid Sports Concept. Designed to take on the Toyota FT-HS, unveiled at last month's Detroit expo, the sports model signals the brand's intent to bring a hot hybrid to market.

Penned by Honda's European research and development division in Offenbach, Ger­many, the car has a similar stance to its Toyota rival, and shares styling cues with Acura's recently revealed NSX successor.

The front end will resemble Honda's FCX concept, which will also be on display at the Swiss event. The SHSC is set to feature the latest lithium-ion batteries coupled to an ultra-efficient petrol engine, highlighting the performance potential of hybrids. Full details of the car and its likely production schedule will be revealed at Geneva.

Meanwhile, Honda is also focusing on its green production model, as growing interest in environmentally friendly cars is expec­ted to boost sales of the Civic Hybrid by more than 400 per cent this year.

Additional stocks of the petrol-electric variant have been ordered for UK showrooms after main dealers reported higher than antic-ipated demand for the 61.4mpg saloon.

"The initial 500 cars sold out well before Christmas. We're increasing the supply to 2,500 from May, because we expect interest to continue rising," said Honda UK environmental manager John Kingston. The Metro­politan police force is among customers for the £16,300 hybrid, which covers 0-62mph in 12.1 seconds and goes on to 115mph.

Source : http://uk.cars.yahoo.com/09022007/45/t/honda-hybrid-geneva-show-0.html

Company Also Successfully Validates Its Fuel Cell Manufacturing Processes

CLEVELAND--HydroGen Corporation (Nasdaq: HYDG), a designer and manufacturer of multi-megawatt air-cooled phosphoric acid fuel cell (PAFC) systems, today announced the mechanical completion and initiation of pre-commissioning activities of the Company's full-scale 400 kW commercial demonstration PAFC power plant at Ashta Chemicals Inc.'s chlor-alkali plant in Ashtabula, Ohio. This commercial demonstration PAFC power plant will utilize by-product hydrogen gas produced by the chlor-alkali plant to generate electric power, heat, and water for the chlor-alkali plant's use.

In addition, HydroGen Corporation announced the completion and successful testing of a newly-manufactured 2.5 kW stack. While combinations of "vintage" Westinghouse and HydroGen-manufactured components have previously been tested in the Company's 2.5 kW test plant, this HydroGen-manufactured stack fully validates the Company's production processes and methods. The stack started up and is performing exactly to its start-of-life specifications, achieving a major milestone in the validation of the Company's manufacturing capabilities as it produces the first complete 400 kW module for demonstration at the Ashta commercial demonstration power plant.

"The commercial demonstration PAFC power plant at Ashta Chemicals Inc. will enable us to showcase our technology in an industrial setting representing a key target market segment for the Company. Our field team has designed and built a world class plant. Now we enter the pre-commissioning and preparation phase, the necessary precursors to accepting newly-produced 400 kW modules at the plant for testing and demonstration," commented Dr. Leo Blomen, Chairman and Chief Executive Officer of the Company.

Said Josh Tosteson, HydroGen President, "Today's announcements follow the recent news that our full-scale 400 kW fuel cell demonstration and acceptance test plant in Versailles, Pennsylvania, is operational and being tested. These further developments in Versailles and at Ashta are indicative of the tremendous progress the Company is making in the end-stage commercialization and field validation of our technology, and in systematically progressing through our stated development milestones for 2007."

About HydroGen Corporation

HydroGen Corporation, through its wholly-owned subsidiary, HydroGen, LLC, is a developer of multi-megawatt fuel cell systems utilizing its proprietary 400 kW phosphoric acid fuel cell (PAFC) technology. Utilizing fuel cell technology originally developed by Westinghouse Corporation, the company targets market applications where hydrogen is currently available and other drivers favoring the adoption of fuel cells are present.


*Information is taken from : http://www.fuelcellsworks.com/Supppage7542.html

China's first hydrogen engine successfully tested

China's first independently developed high efficiency and low discharge hydrogen engine was successful ignited in Chongqing, by ChangAn Auto Co. Ltd on June 18th. The high efficiency and low discharge hydrogen engine is the only main hydrogen fuel project that was established by the national "863" plan. The successful ignition marks a breakthrough in the progress of China's technology research, and lays a foundation for national hydrogen engine industrialization development.

China's independently developed high efficiency and low discharge hydrogen engine is a new type of internal combustion engine. Compared with the traditional gasoline engine and diesel engine, it has the specific advantages including high efficiency, low discharge, low cost and adaptable. It is greatly significant in reducing environmental pollution and responding to the energy crisis.

As early as 2005, ChangAn began to research the hydrogen engine and formally attained the establishment of the national "863" plan. In two years of efforts, this project has finally produced the successful operation of the hydrogen engine.

informations is taken from : http://www.fuelcellsworks.com/Supppage7532.html

Sweden's Cell Impact AB receives test order for methanol fuel cells

Swedish technology group Morphic Technologies AB said on Wednesday (4 July) that its subsidiary Cell Impact AB has landed a test order for fuel cell plates from a global electronics manufacturer.

The test order covers the manufacture of methanol fuel cells intended for consumer electronics products.

"We estimate that methanol fuel cells will be introduced on the market this year. An indicator of this is that some countries are making infrastructure plans for methanol cartridges in stores despite the fact that there are, as of yet, no fuel-cell powered products publicly available," said Martin Valfridsson, CEO for Cell Impact.

Morphic Technologies, headquartered in Karlstad, Sweden develops environmentally-friendly energy systems, and has leading expertise within fuel cells, wind and hydroelectric power as well as production engineering. The company is listed on the Nordic alternative market First North.

Informations is taken from : http://www.fuelcellsworks.com/Supppage7544.html

The Start of Production of the New BMW Hydrogen 7

BMW has announced the start of production of the new BMW Hydrogen 7, the world’s first hydrogen-powered luxury saloon car. Destined to make its first public appearance on 28 November at the Los Angeles Motor Show, the Hydrogen 7 will be built in limited numbers and offered to selected users in 2007.


The BMW Hydrogen 7 is based on the existing 7 Series and comes equipped with an internal combustion engine capable of running on liquid hydrogen or petrol. In hydrogen mode the car emits nothing more than water vapour. Powered by a 260hp 12-cylinder engine, the Hydrogen 7 accelerates from zero to 62mph in 9.5 seconds before going on to an electronically limited 143mph top speed.

With its unique dual power engine, the driver of a Hydrogen 7 can switch quickly and conveniently from hydrogen to conventional petrol power at the press of a steering wheel-mounted button. The dual power technology means the car has a cruising range in excess of 125 miles in the hydrogen mode with a further 300 miles under petrol power. To make this possible the BMW Hydrogen 7 comes with a conventional 74-litre petrol tank and an additional hydrogen fuel tank holding up to 8kgs of liquid hydrogen. Such flexibility means the driver of a BMW Hydrogen 7 is able to use the vehicle at all times, even when the nearest hydrogen filling station is out of range.

For undiluted driver enjoyment, engine power and torque in the Hydrogen 7 remain exactly the same regardless of which fuel is in current use. The driver can switch between the two without any effect on driving behaviour or performance. The car always gives priority to the use of hydrogen but, should this run out, it automatically switches to petrol power.

Unlike many previous hydrogen concept cars showcased by rival manufacturers the BMW Hydrogen 7 heralds a milestone in the history of the car. It is a full production ready vehicle, which has met all the stringent processes and final sign-off criteria that every current BMW model undergoes. A total of 100 BMW Hydrogen 7s will be built in 2007. Details on pricing and the destinations of the 100 cars will be announced at a later date.

Why hydrogen?
The BMW Group has been committed to hydrogen technology as a means of reducing car emissions, in particular CO2 emissions, for over 20 years. When running in the hydrogen mode, the BMW Hydrogen 7 essentially emits nothing but water vapour. And, unlike fossil fuels and traditional petrol, hydrogen is available in virtually infinite supply when renewable energies such as solar, wind and wave power are used to produce the liquid hydrogen. Stored in a hi-tech tank which keeps the fuel at a pressure of 3-5 bar and a consistent temperature of –250C, liquid hydrogen offers significant advantages in energy density compared to other possible alternative fuel sources to enhance the cruising range of the car.

BMW continues to develop ultra efficient, yet very dynamic petrol engines that significantly reduce fuel consumption and CO2 emissions. Together with clean performance diesel cars and the technologically advanced hybrid systems currently under development, the BMW Group has a clear strategy for sustainable mobility with hydrogen as the ultimate goal.

Sales success News of the BMW Hydrogen 7 comes as sales of the ‘standard’ 7 Series continue to grow. Year-to-date figures to the end of September show a 44 per cent increase compared to the same period in 2005, with 1,969 7 Series being delivered to customers. Full year sales for 2005 were 2,017, itself a 40 per cent increase on 2004.

Informations is taken from http://www.fuelcellsworks.com/Supppage6437.html

Toyota Prius

The Toyota Prius is one of the first mass-produced and marketed hybrid electric vehicles. The 2000 model Prius slotted between the Echo and Corolla in the company's North American lineup, and is certified as a Super Ultra Low Emission Vehicle (SULEV) by the California Air Resources Board (CARB). With the 2004 model, the Prius was redesigned as a midsize hatchback slotting between the Corolla and Camry, and is certified as an Advanced Technology Partial zero-emissions vehicle (AT-PZEV). The United States Environmental Protection Agency's revised fuel economy procedure rates the Prius at 48 mpg (4.9 L/100 km) in city driving and 45 mpg (5.23 L/100 km) on the highway.[1] The Prius first went on sale in Japan in 1997, and worldwide in 2001.

By the end of 2003, nearly 160,000 units had been produced for sale in Japan, Europe, and North America. The Prius has won numerous awards including Car of the Year awards in Europe, Japan and North America. Technology The Prius is a series-parallel configuration hybrid, a vehicle that can run on just the engine, just the batteries, or a combination of both. Toyota's design goals are to reduce the amount of pollution and to maximize fuel efficiency. To do this, it uses a gasoline/electric hybrid powertrain, incorporating large batteries that are charged by the gas (petrol) engine directly or by regenerative braking (cannot be plugged in as built). Either the engine or the battery (or both) can power the vehicle, depending on conditions. This gives it the acceleration and power of a standard car having a much larger gasoline-burning engine. Specifically, the Prius incorporates:

1. More efficient use of the internal combustion engine (ICE), reducing gasoline/petrol consumption. The 1NZ-FXE engine uses the more efficient Atkinson cycle instead of the more common Otto cycle;
2. Two electric motor/generators, MG1 and MG2 are in the transaxle. The MG2 provides 50 kW (67 hp) @ 1,200 to 1,540 rpm and 400 N·m (295 ft·lbf) torque from 0 to 1,200 rpm, which significantly contributes to performance and economy. The MG1, with rpm from -10,000 to +10,000 rpm, provides the engine starter and counter torque for the electronic Continuously Variable Transmission;
3. 50 kW IGBT inverter controlled by a 32-bit microprocessor, which efficiently converts power between the batteries and the motor/generators.
4. Lower coefficient of drag at 0.26 (0.29 for 2000 model), with a Kammback design reducing air resistance, especially at higher speeds;
5. Lower rolling-resistance tires on the 2000 model, reducing road friction;
6. Regenerative braking, a process for recovering kinetic energy when braking or travelling down a slope and storing it as chemical potential energy in the traction battery for later use while reducing wear and tear on the brake pads;
7. Sealed 168-cell nickel metal hydride (NiMH) battery providing 201.6 volts; supplied by Panasonic EV Energy Co.
8. Continuously variable transmission — the Prius uses a computer-managed (rather than a mechanical) CVT; Toyota calls it the Power Split Device[2]. The electric motors and gasoline engine are connected to a planetary gear set which is always engaged, and there is no shifting.
9. Flexible resin gasoline tank, reducing the amount of hydrocarbon emissions in the form of escaped gasoline vapor; (US model only)
10. Vacuum flask coolant storage system that stores hot engine coolant when the vehicle is powered off, then reuses it to reduce warm-up time. (US model only)
11. EV mode (Europe and Asian markets only, aftermarket option in the U.S.) allows the driver to select electric-only mode in low-power conditions. The vehicle can only be driven a couple of kilometers (depending on conditions) on battery power alone before the gas engine is needed.
12. Weight reduction — for example the hatch and hood/bonnet are made of aluminium instead of steel.

One reason that the Prius gets such good gasoline mileage is that the ICE is smaller than in most cars this size. The ICE usually shuts off at stop lights and when backing up and descending long hills. The Prius performance remains very good because the battery/electric motor booster automatically provides more than enough extra power for acceleration and hill climbing. This means it drives like a traditional ICE automobile, with the on-board computer taking care of shifting power to and from the engine and motors, and automatically determining when to charge the battery, as well as the most efficient use of the engine or the electric motors (or both) based on driving conditions. This also means that one cannot use electricity from external sources. Advocates of 'plug-in' hybrids consider this to be a missed opportunity. The Prius also uses its electric motor to recharge the battery during braking, with kinetic energy normally wasted as heat being recaptured. This also significantly reduces brake wear. The engine can shut down once it has warmed up and the catalytic converter in the exhaust system has reached operating temperature. The Prius can then operate solely on electric power under low energy loads. This is sometimes referred to as "stealth mode" due to the lack of engine noise. While this further reduces gasoline consumption and engine wear, the Prius is so quiet it can be hazardous to blind pedestrians and others accustomed to engine noise to warn of a nearby vehicle. When driving conditions demand additional power, the engine starts up automatically. The on-board computer ensures that the engine runs under the most efficient conditions. Typically, a petrol/gasoline engine runs inefficiently at half-throttle, creating a choking condition. This effect, called pumping loss, is a major reason for the inefficiency of gasoline engines compared to diesels. The Prius minimizes pumping loss by running the gasoline engine at a high torque range with the throttle fully open. Drive-by-wire throttle control technology and Toyota's Hybrid Synergy Drive (a torque combiner, electric drive, and computer control) are essential to this engine control. The on-board computer ensures that the engine runs under the most efficient conditions. Typically, a petrol/gasoline engine runs inefficiently at half-throttle, creating a choking condition. This effect, called pumping loss, is a major reason for the inefficiency of gasoline engines compared to diesels. The Prius minimizes pumping loss by running the gasoline engine at a high torque range with the throttle fully open. Drive-by-wire throttle control technology and Toyota's Hybrid Synergy Drive (a torque combiner, electric drive, and computer control) are essential to this engine control. In addition to the immediate benefit of reducing fuel consumption and emissions, stopping the combustion engine also improves the performance of the catalytic converter. In a non-hybrid vehicle the exhaust gases from an idling engine tend to cool the catalysts below their optimal temperature. The frequent starting and stopping of the engine does not cause additional wear and tear or emission problems because the drive motors have enough power to quickly spin the engine to optimal rpm (around 1,000) before the engine fires up. This avoids the wear that would occur if the engine were to run (with fuel and spark) at very low rpm. For any car, aerodynamic losses due to drag are much greater on the highway than in low speed city driving. A non-hybrid car nonetheless gets worse mileage in city driving because its engine is far less efficient at low power, such as when stopped in traffic, and because it must frequently dump its kinetic energy into the brakes during stop-and-go driving. The Prius gets better fuel efficiency in city dynamometer cycles because the engine can shut down instead of running at low power, and run solely off the battery at low speeds and when stopped (including the cabin air heating/cooling system and the power steering). Also, the car's kinetic energy is captured when braking and stored in the battery. According to the revised EPA tests[1], the Prius gets 48 mpg (4.9 L/100 km) in the city dynamometer tests, compared with 45 mpg (5.23 L/100 km) on the highway, and Natural Resources Canada estimates 58.8 mpg (4 L/100 km) in the city and 56 mpg (4.2 L/100 km) on the highway. (Owing to peculiarities of these tests, few drivers obtain these mileage values in typical suburban circumstances, but "real world" performance with careful driving can come close. Typical real-world drivers get about 46 mpg (5.11 L/100 km) - 50 mpg (4.7 L/100 km), hypermilers can get up 100 mpg (2.35 L/100 km). This means the greatest advantages of a hybrid are mainly in city driving, though factors including driving style, air conditioning use, and short trips may offset some of this advantage. The hybrid has less of an advantage in higher speed open road driving typical of intercity driving, yet obtains improved mileage under these circumstances since it can use a smaller and more efficient engine than would otherwise be required (because the battery and electric motor can provide the extra peak power needed for passing and limited hill climbing).

* All information is taken from : http://en.wikipedia.org/wiki/Toyota_Prius

Nissan sees future in electric cars

BANGKOK, Thailand — Nissan CEO Carlos Ghosn said Wednesday his company is working hard to develop the next generation of smaller, lighter auto batteries — a technology that holds promise for electric cars as well as for hybrids.

He also said Nissan and its French partner Renault SA are moving ahead with studies on a $3,000 car for the Indian market. As demand for green vehicles grows, automakers are racing to develop viable lithium ion batteries, which are common in gadgets such as laptops and cell phones but have yet to be fully adapted to the more rigorous demands of a car engine. Nissan, which has fallen behind rivals Toyota and Honda in hybrid vehicles, recently opened a new tech center in Japan to develop environmentally friendly technologies.

Nissan Motor Co. last year introduced a hybrid vehicle with nickel-metal hydride batteries, but it licenses the technology from Toyota. Ghosn believes that Nissan's investment in green technologies will help it narrow the gap or even put it ahead of competitors down the road. "We continue on the lithium ion battery. We think for us it's a competitive advantage," he told reporters during a press conference in Bangkok. "We have a lot of technology is this area, and we think this is going to be very helpful, not only for hybrids but also for electric cars."

While consumer interest has surged in gas-and-electric hybrid cars due to higher fuel prices and global warming, the Brazilian-born Ghosn said Nissan was serious about going one step further and introducing vehicles powered only by electricity. "If you have an efficient battery for a hybrid, why not go all the way and go for electric cars?" he asked. "It has zero emissions of anything."

Electric cars have failed to catch on because they are expensive, difficult to recharge and travel limited distances. Still, several auto companies are trying to develop them for the mass market. Ghosn said Nissan was currently negotiating a deal to put a fleet of electric cars in the Japanese market in cooperation with local governments, which would need to provide necessary infrastructure such as charging stations. He declined to give a timeframe or specific number, saying only "hundreds."

He stressed that Nissan was investing in various kinds of green technologies, not just hybrids, which has been a key focus for Toyota. "We said from the beginning, we need to develop all the technologies," he said. "We can't afford to squeeze any one of them: hybrid, fuel cell, electric, diesel, biofuel. Because we still don't know how the market will react." Ghosn, who is also chief executive of Renault, said last week that Nissan decided to explore the viability of a $3,000 car after an Indian rival said it was coming out with one. Indian automaker Tata Motors Ltd. has announced that it plans to make a 100,000-rupee, or $2,500, car in India. "Frankly, that's something that challenges us," Ghosn said Wednesday. "These people are serious, we take them seriously." Such an ultra-cheap car "could have a big potential — bigger than India," he said.

Renault began selling its popular Logan in India earlier this year through a joint venture with local automaker Mahindra & Mahindra, but it's priced in a range of $9,700 to $12,400. Ghosn said Nissan and Renault are contacting suppliers in India and analyzing all aspects of producing the less expensive car. He said if the companies decide to make the car, they will make two different versions from the same platform, one for Nissan and one for Renault.

Nissan formed an alliance with Renault in 1999. Renault owns a 44 percent stake in Nissan, which in turn holds 15 percent of the French auto maker.

* taken from http://news.yahoo.com/s/ap/20070627/ap_on_bi_ge/thailand_nissan

How HybridsWorks

Hybrid-electric vehicles (HEVs) combine the benefits of gasoline engines and electric motors and can be configured to obtain different objectives, such as improved fuel economy, increased power, or additional auxiliary power for electronic devices and power tools. Diagram of full hybrid vehicle components, including (1) an internal combustion engine, (2) an electric motor, (3) a generator, (4) a power split device, and (5) a high-capacity battery.


Some of the advanced technologies typically used by hybrids include Regenerative Braking. The electric motor applies resistance to the drivetrain causing the wheels to slow down. In return, the energy from the wheels turns the motor, which functions as a generator, converting energy normally wasted during coasting and braking into electricity, which is stored in a battery until needed by the electric motor. Electric Motor Drive/Assist. The electric motor provides additional power to assist the engine in accelerating, passing, or hill climbing. This allows a smaller, more efficient engine to be used. In some vehicles, the motor alone provides power for low-speed driving conditions where internal combustion engines are least efficient. Automatic Start/Shutoff. Automatically shuts off the engine when the vehicle comes to a stop and restarts it when the accelerator is pressed. This prevents wasted energy from idling.

This informations is taken from : http://www.fueleconomy.gov