Altairnano Tests Confirm Extended Battery Cell Life

Altair Nanotechnologies Inc. (NASDAQ: ALTI), a leading provider of advanced nanomaterials for use in energy, automotive, life sciences and industrial applications has announced that, in ongoing testing, it has completed 15,000 deep charge/discharge cycles of its NanoSafe battery cells. Even after 15,000 cycles the cells still retained over 85% of their original charge capacity. This represents a significant improvement over conventional, commercially available rechargeable battery technologies such as lithium ion, nickel metal hydride and nickel cadmium.

The battery cells were tested in Altairnano’s labs at 6 minute charge and discharge rates. They were deep charged and discharged meaning they were taken to 100% charge and 0% charge respectively during the 6-minute cycles. Although tests involved full charges and discharges, partial charging and discharging of the battery does not appear to impact the life or the holding charge capacity of the batteries i.e. they exhibit no memory loss.

In theory, a 15,000 charge cycle life would translate into a battery that would last greater than 40 years if it was charged daily, as would be the case in an electric vehicle or plug-in hybrid electric vehicle environment. However, in practice, other wear and tear factors would realistically limit the actual life of the batteries to probably 20 years.

“These results represent a remarkable achievement by our battery development group. We believe that the commercial implications of such an extended life battery are significant and would seem to provide us with an as yet unmatched competitive advantage in the electric vehicle and plug-in hybrid electric vehicle markets, and potentially other markets,” said Altairnano President and CEO Alan J. Gotcher Ph.D.

The following excerpt from an Altairnano article on NanoSafe Battery Technology extols the power virtues of their batteries. Its well worth reading the 4 page pdf to get details of their technology.

NanoSafe batteries deliver power per unit weight and unit volume several times that of conventional lithium ion batteries. Altairnano laboratory measurements indicate power density as high as 4000 W/Kg and over 5000W/liter. By using nano-titanate materials as the negative electrode material, the formation of an SEI is eliminated. (When a lithium ion battery, with a carbon negative electrode, is first charged a protective layer (called the Solid Electrolyte Interface or SEI) is formed on the surface of the highly reactive negative electrode.) In addition, the nano-titanate particles are up to 100 times smaller than a typical graphite particle thereby greatly reducing the distance a lithium atom must travel to be released from the particle. These properties also mean that even at very cold temperatures, a nano-titanate battery will produce high power.

The same technology also dramatically increases battery charge and discharge rates; rapid charge is important for next generation electric vehicles so they could be charged in a few minutes rather than hours as with current lithium ion technology. The NanoSafe cell has also demonstrated that surges of power can be delivered without risking thermal runaway or performance damage to the battery.

The first Altairnano NanoSafe™ batteries, based on this technology, were delivered in September 2006.

Comments

[Thomas Pedersen]

This technology is a major step forward!

There is one drawback, it seems. According to their own information (Fig 1 in pdf file), energy density is only half that of conventional Li-Ion batteries, at 90 Wh/kg. If we assume 250 Wh/km for a Prius size vehicle, that is almost 3 kg/km range (or 10 lbs/mile). Such weight is not prohibitive, but not excellent either. However, throwing away the gas engine, gearbox, fueltank, fuel, etc. most likely saves about 500 lbs, so the first 500 lbs of batteries are "free" in terms of weight. That gives about 50 miles range without any weight increase. That may not be enough for most people, even with < 5 min charging time.

The good thing is that with regenerative braking and high low-end torque electrical motors, extra weight has less consequences than in a gasoline driven car in terms of energy efficiency (= costs).

Well, everything else about these batteries sounds just peachy!

What about costs?

[Engineer-Poet]

These batteries would have ~40 year lifespan at 1 cycle/day.  If a different construction could get much greater energy density at the cost of 1/2 or even 1/4 the lifespan, it would be a good trade.

[amazingdrx]

I believe that 6 kwh stored in an electric vehicle is equal in mileage to one gallon of gas in an internal combustion engine (ICE) vehicle. With this battery storing 6 kwh would take around 66 kg of batteries, about 145 pounds? So a range of 80 to 100 miles in a 40 to 50 mpg economy vehicle would weigh around 300 pounds.

With another 100 pounds for the motor and control systems that would leave another 100 pounds to equal the weight of the ICE and related components.

I believe a 150 pound backup solid oxide fuel cell/microturbine generator system could come in around that weight. So even driving your car further than 100 miles without recharging you would get 5 times the mileage of an ICE vehicle.

With almost the same weight and the same performance. Take note PLEASE, especially GM engineers and board roomates. Time to mass produce this drivetrain, or do you want to go bankrupt?

[kent beuchert]

Tesla Motors is using obsolete laptop batteries (8631 of them!!) for their vehicle, possibly the worst configuration imaginable.
They state 600 to 1000 pounds for their 50 Kwh of battery storage (various Tesla people have made various weight claims). The EV1 nickel metal-hydride 26 battery pack (of 25 kWhr) weighed around 1200 pounds. The key to a practical electric car is not so much as whether you have 250 or 350 mile range, as it is the ability to recharge quickly, which the Altair batteries can do (8 to 12 minutes). This makes public charging stations feasible, thus an unlimited range for electric cars. The battery will appear first thuis spring in a pickup truck aimed at fleet owners (utility companies, etc)
with a standard range of 140 miles and an optional range of 200 miles. An SUV will also be offered, both by Phoenix Motors,
which buys the vehicles, minus powertrains,
from Asian suppliers, and sends to Boshart Engineering for power plant, battery pack installation. I wouldn't be interested in an electric car unless its batteries were as good as the Altair NanoSafes.

[amazingdrx]

Also high tech metal and carbon fiber plastics or aluminum frame elements subsitiuted for enough components would reduce weight enough to make up for a couple hundred pounds of vehicle weight without breaking the budget for manufacturing costs.

This drivetrain has far fewer moving parts and in mass production should cost less than a comparable ICE system, with it's 1000s of moving parts and multiple microprocessors and sensors.

That leaves some dollars left over in the budget to reduce body and frame component weight with high tech materials,extra light after market substitutes already exist in the racing industry.

[Greg Woulf]

I don't believe that an 80 mile range would satisfy most people. I live 8 miles away from work, but I wouldn't want to travel to visit my friends with just a 40 mile one way.

I'd much prefer 900 pounds of battery with a 200'ish range, especially if they have a high cycle life.

I'd rather never go near a hydrogen economy, I think it's going to cost too much and divert from what we could have with straight electrics.

[amazingdrx]

Very encouraging news Kent! Similar weight estimates to mine. GM ought to buy the company asap.

But would they just shelve the technology?

[amazingdrx]

I agree Greg, I would accept 650 pounds for a 200 mile range for my driving and not worry about the added weight. I drive slowly anyway.

But the backup generator would be great to have for longer trips. Maybe one that could fit in the trunk that you keep in your garage or even just borrow from the dealer for your trip. This could be a very light moderately powered generator equivalent to a 18 hp/10 kw ICE unit.

I think 150 pounds for that 10kw power range for a fuel cell/microturbine unit would be feasible.

[Cyrus]

These batteries would have ~40 year lifespan at 1 cycle/day.

Clearly then, some factor other than charge / discharge stresses limit the lifetime of these batteries, possibly simply the lifetime of the vehicle that contains it.

At the size of the battery packs needed to power electric vehicles, does anyone know whether retirement of a Li-ion battery represents a net cost or credit? Does the value of the materials in the battery offset the cost of properly disposing of it?

[Harvey D.]

Very good news. Seems to be an ideal battery with a great potential.

Let's not forget that the early car ICE was less than 10 HP, would not start in cold weather unless you had a very strong arm, required careful maintenance and did not last 5% as long.

The Nanosafe 90Wh/Kg quick charge energy capabilty will most probably double within 5 years or reach about 200Wh/Kg. At 50 KWh and 250 Kg, an improved Nanosafe battery would propel an average mid-size car about 200 Km. This would make it an ideal vehicle to go to work and drive around. The quick charge capabilty also makes it suitable for longer drives. Alternatively, a small 200 Kg generator could be added, as an option, for those who do not want to stop every 200 Km for a quick 8 minute charge.

Wonder how much it will cost per KWh when in mass production (under license) in China or India.

[kbeuchert@toast.net]

Altair NanoSafe are just what they appear to be - environmentally benign. There are no expenses involved in their disposal, 25-35 years from now.

[kent beuchert]

By my calculations, after you toss all of th parts that aren't required in an electric V8 pickup (engine - around 650 pounds, differential, driveshaft, transmission, cooling system radiator and hoses and antifreeze, engine oil, gas tank and gasoline inside, fuels lines and fuel pump, assorted paraphernalia attached to the engine, battery,etc) you will have tossed well over 1200 pounds of parts, perhaps 1400 pounds. In come the Altair batteries (50 kWhr - 1400 pounds)and electric motors and its paraphernalia (guessing 200 pounds covers everything), and it looks to me like
a 200 mile range pickup weighs very little more than a gasoline version. A smaller car
would gain more weight, but the enormous
increase in fuel efficency (assume 5 miles
per kWhr for a small car, and kWhr costs between 5 and 15 cents). The Phoenix electric cars being offered in the Spring with Altair batteries are optioning the amound of range provided. This make a lot of sense. You are not locked in because you can always add batteries later if you wish. If
you don't travel long distances very often, a 200 or even 150 miles range would suffice.
Frequent long trippers would want 250 mile or greater range. I think its very savvy to market their first product (a commercial
fleet pickup truck) to electric and other utilities. A perfect fit for maintenence crews.

[Matt]

A new idea on the long road trip charging time dilemma.

All road side restaurants could have charging facilities. Restaurants could make extra money, improving local economies.

This way, the charge need only complete within 30 minutes or so.

And this 30 minutes of charging need only last until the Americans are hungry again...

which wouldn't be very long!

[Matt]

There is a big problem with buying batteries in your car for statistically rare long-trips.

Its the up front cost of the batteries, currently about $400 / kWh.

If most of your driving is around town & less than 60 miles. Then you could get by with a 20kWh battery pack. This would cost about 7000.

If you want to have a 150 mile range, you would need to pay 17500 for the same battery pack.

So you paid 10,000 more for your battery.

But how often do you use that extra battery?

lets say you rent an suv for the weekend instead. 100 bucks a weekend.

you could do that 100 times before its cheaper to buy the battery.

It looks like V2G within city area becomes very important -- to put that 10,000 extra battery cost to some good use -- and hopefully get some money back or free electricity in return.

[Harvey D.]

Matt:

With a battery total life expectancy of 20 to 40 years, you could spread the battery initial investment over 2 to 4 vehicles.

Alternatively, you could start with 10 KWh and add another 10KWh every year or so as the price goes down (and it will).

V2G may pay for a major part of the initial investment, specially in a place like Ontario-Canada, offering $0.42 Can/KWh during peak hours and recharging at less than 25% that price during night time hours.

With a 20 to 25 year contract, even $20,000 may be a good investment.

[Oren T]

On page 2 they have a chart comparing specific power/specific density with other battery technologies. Lead-acid is the only one which reaches more-or-less equivalent specific power but at much lower energy densities.

I wonder where firefly's new carbon-foam lead-acid battery would be on that chart.

[Thomas]

I agree with Matt; let's not break our necks trying to perfect a do-it-all EV in one go. Remember two things:

1) A very large fraction of American homes/families own more than one car. Get an EV for shopping + commuting and use your diesel Camry for long trips.

2) A 100 mile, 100 mph EV at reasonable cost would sell like hot cakes! There are enough frustrated Prius owners (who want infinite gas mileage) to soak up initial production of such EVs.

Let's get the first EVs going before we conquer the whole car market ;-) Charging stations need to be built first anyway.

Don't forget to power those EVs with PVs and wind turbines!!!

PS. Nice to see such enthusiasm. I noticed that most range/weight/energy estimates were more optimistic than mine, which is fine because I was aiming for a conservative estimate anyway. Does anyone know exactly what the power consumption of say a Prius is at highway cruising? (kWh/mile @ 70 mph)

[hamerhokie]

Thomas

I agree with your sentiments. I have often wondered what the actual performance/price sweet spot would be on an all-electric commuter car and I figure it would be something Prius-sized that gets 60-75 miles on a charge and tops out at 75 mph. That gets you to and from work in suburbia where you can often use the interstate. Right now you can get a lot less (like the Zap car) and a lot more (like the Tesla). It seems like they are intentionally avoiding the spec that would send demand soaring.

[Thomas]

hamerhokie,

You're probably right, a 75 miles, 75 mph EV would stand a much better chance at being reasonably priced!

I don't there are any "they" who are keeping it from us. I just think it's more difficult than it may seem. Normally, designing a new car takes 5+ years for a decent one and less for a crappy one. Three years ago, no one were talking seriously about mainstream EVs!

The major car manufacturers have 100 years experience in perfecting the engineering challenge of making such a complex piece of machinery so cheap.

I doubt any start-up company will be capable of accomplishing that any time soon, although that'd be great!

[George]

Altair's batteries have a lot of practical advantages, and that's great to hear. The comparison to Li-Ion seems like a bit of a straw man however, since they can't touch the energy density of Li-Ion. They should be comparing themselves to NiMH. Altair's power density is great, but at a kW per kg, I haven't heard any complaints about NiMH power density. Maybe I'm not listening to the right people. Finally, the fast charge is cool, if you have a small nuke plant to deliver the amperage you'd need. (ok, :-)) I really don't get the obsession with rapid charging, given that humans need to do things like eating and sleeping that provide natural opportunities for not-so-high-speed charging. Remember, it's probably going to be a second car. This battery sounds like it would be a pretty good PHEV unit, but it all hinges on cost.

[Ender]

The enormous advantage of these cell is the charge/discharge rate and the cycle life. I would be more than willing to trade of weight for these huge advantages. These cells would make electric cars truly viable as well as making them totally suitable for V2G.

I get in my calculations about 15kWh/100km with 50% regen braking. A 25kWh battery would weigh 270kg which would get 250KM range which is more that adequate particularly if you can recharge in minutes.

The sweet spot for most western families is 2 cars. One plug in multi fuel hybrid with 100km EV range (15kWh battery) at 100km/hr and a BEV with 200km range. One car families could just have the PHEV.

The fast charging batteries would not need ultracaps and perhaps the regen braking could recover more than the 50% I calculate.

[Damion]

I like all of the comments so far,but the only thing I would like to add is a question. How many people buy a car because of the weight of individual parts? Most of a mainstream production vehicles weigh 2900lbs+. My take on it is that the batteries will be able to be placed lower in the chassis creating a low center of gravity. This will allow the electric car to be on par or beat it ICE counter part.
Its the unibody that is most of the weight anyway.

[Paul Dietz]

One thing that had concerned me was the cost of making these batteries, but the process they developed for making the nanocrystals originally was for making titanium dioxide pigments, which if I am not mistaken go for around $1/lb.

[auntiegrav]

The biggest deficiency I see is in the people we have doing the driving. They all want gated communities, but don't ever want to borrow the neighbor's truck or car. If the gated communities used electric vehicles for daily drives, and each community owned, say, ten ICE vehicles for long trips, then the weight of the EV could be drastically dropped, and all of the marketing could be thrown away that tries to sell you on the range. What a waste. But, HEAVEN FORBID that Americans should slow down and talk to their neighbors except at the soccer games and forced PTA meetings. The problem with EV's, apparently, is that they don't waste enough resouces to make a 'statement'.

[Andre]

I wonder how much those batteries will cost
per kwh ? For example Valence's Saphion cost
over $1000/kwh and are not as good...However their performance is just right for EV's, good capacity, not affected by the cold, very
long life under heavy discharge and under 10 min recharge... I found reading this article very informative.

http://www.altairnano.com/documents/060926HOUSECARBZEV.pdf