Posts tagged “battery technology”
Before its annual Energy Innovation Summit in 2013, the Department of Energy’s Advanced Research Projects Agency-Energy (ARPA-E) announced funding for a new program aimed at rethinking electric vehicle (EV) batteries. The program, Robust Affordable Next Generation Energy Storage Systems or RANGE, was created as part of an integrated effort to accelerate electric vehicle innovation to reduce costs and improve performance of EVs. Last week, ARPA-E announced the names and descriptions of the 22 recipients for the RANGE program, representing fresh approaches to making EVs available to everyone.
ARPA-E has invested in transportation technologies since its creation. The new RANGE program complements the agency’s BEEST program for doubling the energy density of EV batteries by altering battery composition and materials, AMPED for seeking advanced power management technologies for storage, and GRIDS, for developing cheap utility scale storage. The RANGE program is a genuine reflection of these previous ARPA-E’s programs as it supports truly far-reaching innovations and revolutionary energy technologies.
Before the Chevy Volt (a plug-in hybrid) went on sale, Volt Chief Engineer Andrew Farah openly acknowledged that the extreme temperatures found in the Southwest have the potential to permanently reduce the battery pack’s capacity to store energy:
“The Volt may not be right for everyone. If you live in the Southwest, depending on how you use your car, the Volt might not be right for you.”
So what is a manufacturer to do if a given customer’s driving habits consistently exposes his or her battery pack to excessively high temperatures in a place like Tucson, or charges it five times a day, or maybe applies a blowtorch to it? As it turns out, the answer depends on what the warranty says, not so much on what the owner’s manual warns you not to do.
This is the 5th and final post in a series analyzing and detailing federal investments in clean energy innovation. Part 1 defined “clean energy innovation.” Part 2 broke down the federal clean energy innovation budget. Part 3 took a look at federal investments in clean energy demonstration projects. Part 4 took a deeper dive into clean energy deployment policies.
In the first post of this series, I called attention to the eminent need for supporting a well-developed and funded clean energy manufacturing sector as part of a robust innovation ecosystem. The feedback loops between manufacturing and research is explicitly linked. Even with all the R&D, demonstration, and deployment of clean energy, the United States could lose its competitive advantage over production resulting in the industry (and future innovation) to move overseas without strong policy support for advanced manufacturing. But like many other parts of America’s energy innovation budget, support for advanced manufacturing is rapidly declining.
The figure below shows that investment in clean energy manufacturing has fallen from nearly $9 billion to only $700 million between FY2009 and FY2012, or a 92 percent decrease. Direct spending in FY2009 and FY2010 was directly supported by the distribution of the Recovery Act’s 48 advanced battery manufacturing grants, which the Department of Energy awarded to a range of electric-drive, battery component, and battery recycling facilities. The grants were all devoted to accelerating the development of U.S. battery and electric vehicle manufacturing (a full list of grantees is available here).
Improving energy storage technology is widely recognized as essential to the viability of battery electric vehicles (BEVs), therefore a core technology for dramatically reducing transportation greenhouse gas emissions. But the impact of charging technology on developing a better battery is often overlooked. Senior Editor for MIT Technology Review Kevin Bullis put this in perspective, noting that “fast-charging still takes far longer than it does to fill up a tank of gas.”
The ITIF report Shifting Gears: Transcending Conventional Economic Doctrines to Develop Better Electric Vehicle Batteries summarizes the conventional state of BEV charging technology:
While Level 1 charging is available for all BEV vehicles, it can take up to 20 hours to fully recharge a vehicle. Level 2, meanwhile, charges in around 8 hours, making it ideal for overnight charging… Level 3 charging can almost fully replenish a BEV’s battery in half an hour, but the high-voltage process can shorten its lifespan due to its low density.
Unfortunately, even the relatively fast – by BEV standards – half an hour-level 3 charging offers a poor alternative to gas cars, which can be refueled in less than five minutes, at a much higher cost. (Read More: High Cost Prevents Electric Cars From Penetrating the Market)