After Gutenberg

The secret sauce for taking first place, Year Three, Challenge X, would seem to have been the Ballard Integrated Power Transaxle that provides 45 kW of power to one set of wheels. Johnson Controls provided the 330V NiMH battery system.

Green Car Congress informs us that Johnson Controls will present a new concept car at this year’s International Motor Show in Frankfurt. The prototype will be a plug-in hybrid.

GM still insists on promoting its dual mode hybrid as a near term solution. GM could claim only modest improvement in fuel economy from a stop / start system combined with regenerative braking with the electricity stored in Cobasys nickel metal hydride bateries. It would seem from a GCC report that to achieve a range of 10 all-electric miles advanced lithium batteries are required. GM awarded advanced battery development contracts to Johnson Controls / Saft for design and testing of lithium-ion batteries for use in the Saturn Vue Green Line plug-in hybrid SUV.*

* Snide remark: So, it won’t be much of a hybrid — even GM has to admit it is a “mild hybrid” — but it will have fancy rear seats.

Snider remark: They have yet to perfect a vehicle that runs on press releases.

GCC previously reported that Johnson Controls / SAFT will open a lithium-ion production line at its production plant in Nersac, France next year.

As previously noted, Johnson Controls / SAFT remained committed to NiMH until recently. But, with the demonnstrable success of Valence, Altairnano, and Lithium Technology Corporation committed to making a Lithium ion battery pack. Now Johnson Controls / SAFT and A123Systems are the new kids on the block, yet as GCC reports are the suppliers GM has chosen for Li-Ion batteries for its Plug-in Hybrid Development Program.

The goal is to achieve success in making lithium ion battery packs that are robust, cost-effective and durable. It generally is agreed that PHEV40 is the measure of such success. GCC commentator clett notes that GM is using PHEV test cycles and 60% of capacity, whereas Altair claims that their batteries can withstand use at 95% capacity.

Ultra capacitors are a better way to store, as electricity, the kinetic energy quickly recovered with regenerative braking / suspension systems. Their quick discharge ability then make them suitable for release of high current to boost acceleration. On the other hand, deep cycle batteries have greater capacity.

Meanwhile, Toyota is proceeding with similar testing; their prototype with the Toyota Synergy Drive gets 8 all electric miles with two NiMH battery packs. It remains unclear whether any team has been able to progress sufficiently with integrated energy storage. i.e., robust, cost-effective and durable batteries for energy requirements, plus either super capacitors or fast charging batteries with sufficient specific power for kinetic energy capture and rapid acceleration afforded by electric drive.

As previously noted, an excellent battery management system is key to such success. Excellent design in power electronics is needed to match the performance of the high density, high output, energy storage to ensure high reliability, long-life, and safety. This is especially true with a combined approach when there are additional DC-DC power electronics to integrate two, different, power supplies. The other major hurdle is cost. sending “regen” from brakes and suspension into the “power-rich”,ultra capacitor module or battery pack with batteries that have thinner electrode coatings yet can withstand substantial cycling since it gets depleted before any additional charge is drawn from the main battery module. Such a energy storage system is available, but as yet generally unaffordable.