Panasonic to use PC batteries to power cars

Japan's Panasonic Corp. has developed a technology that binds together standard lithium-ion battery cells used in laptop personal computers to power electric vehicles, taking aim at growing demand for green cars.

The company said that new technology will likely enable Panasonic to make electric car batteries at half the cost of lithium-ion batteries that are developed solely for electric cars, since it can use existing battery plants and production expertise.

Mitsubishi Motors Corp.'s i-MiEV, the world's first mass-produced electric car, sells for 4.6 million yen ($51,000) before government subsidies due mainly to the high cost of its lithium-ion batteries.

Panasonic, which vies with Sony Corp. for the position as the world's largest consumer electronics maker, said it aims to commercialize the battery as early as in four years, but added it is too early to comment on sales targets. The newly developed batteries can also be used at home to store electricity generated by solar panels and fuel cells.

Source: Automotive News

Automotive Energy Supply Co. begins trial production of Li-Ion batteries

Nissan Motor Co., Ltd., NEC Corporation, and its subsidiary NEC TOKIN Corporation, today announced that its joint-venture company - Automotive Energy Supply Corporation (AESC) - has begun trial production of advanced lithium-ion batteries for a wide range of automotive applications at its Zama Operations Center.

With start-up capacity at 13,000 units/year, AESC will gradually ramp up production to 65,000 units/year by 2010.

Having twice the energy density of conventional nickel-hydride batteries, AESC's lithium-ion batteries employ a compact module comprised of laminated-type cells, that contribute to more efficient packaging. The use of manganese-type electrode offers thermal stability and the laminated structure improves cooling, thus contributing to the battery's safety performance. The battery has undergone extreme durability tests demonstrating average runs of more than 100,000 km(*) in field tests.

AESC will produce the lithium-ion batteries for Nissan's electric vehicle to be introduced in the U.S. and Japan, as well as Nissan's original hybrid vehicle, in 2010.

AESC intends to mass produce and market its batteries to any interested automaker, with an aim to become a global leader of advanced battery products and services.

(*) Based on tests conducted on Nissan's hybrid vehicle.

Source: Nissan

Renault-Nissan plans 4 lithium-ion battery plants in Europe

The Renault-Nissan alliance plans to build up to four factories in Europe over the coming years to produce lithium-ion batteries for electric vehicles.

"In Europe, we haven't made the final decisions, but we will soon," said Colin Dodge, Nissan's executive vice president for the Africa, Middle East, India and Europe region.

Localizing battery production will be a key element of Renault-Nissan's plans to launch electric vehicles across Europe starting in 2011, Dodge said during a zero-emission mobility workshop at Nissan's European headquarters here.

Last month, Nissan opened its first battery plant in Japan and announced it would start producing batteries in the U.S. state of Tennessee in 2010.

Nissan executives say CEO Carlos Ghosn will unveil the company's first purpose-built electric vehicle in early August in Tokyo.

Nissan will launch this new electric vehicle in 2011 in markets such as Portugal, Denmark, Israel, the United States and Japan. The car's global launch will follow in 2012, Dodge said.

Renault plans to begin selling electric vehicles in 2011, although its initial efforts will focus on zero-emission versions of a mid-sized sedan and light commercial vehicle originally designed for internal combustion engines.

Renault's first all-new electric vehicles are expected to go on the market in late-2011 and 2012.

Site selection

Dodge said that Nissan would prefer to produce its 250kg lithium-ion battery packs close to its vehicle assembly sites -- the carmaker has factories in the U.K. and Spain -- but insists that logistics costs linked to production at remote sites can be surmounted.

"The logistics cost of transport will actually be pretty low when compared with the long-term cost and depreciation of the battery," he said.

Renault has already indicated plans to build electric vehicles in France.

Portugal has made a very strong commitment toward the launch of zero-emission vehicles, including purchase-price subsidies for individual buyers and state funding for a planned charging network.

Nissan executives told Automotive News Europe that governments that offer generous funding and assistance with the electric car launch may benefit in the form of battery production sites.

Production target

Nissan and joint venture partner NEC have spent 80 million euros on their battery factory in Japan.

The Automotive Energy Supply Corp. plant is initially expected to produce 13,000 lithium-ion battery packs a year. The plant has the installed capacity to make 65,000 units annually.

Dodge sees the 65,000-unit capacity figure as a minimum target for all planned battery plants.

"It's not like a car plant, where you need 300,000 to 500,000 units annually," Dodge said. "Battery factories can be economically efficient in the 65,000 to 130,000 range,"

Source: Automotive News

Toyota seeks to boost NiMH battery production capacity 10%

Toyota Motor Corp. wants to expand the production capacity for the NiMH battery packs it uses in hybrids by 10%.

The automaker is now seeking access to enough NiMH batteries to equip 1.1 million hybrid cars in 2010, or 10% more than was initially called for in its existing expansion plans.

Panasonic EV Energy is capable of churning out roughly 700,000 NiMH battery packs a year. Its plans for 2010 include installing an additional line designed to produce 100,000 packs at its Omori Factory and building a plant in Miyagi Prefecture that can make 200,000 packs.

The joint venture will work to provide the added 100,000 pack capability without making further plant and equipment investments by boosting productivity and lowering the defect rate.

Source: Green Car Congress

Lithium Energy Japan building second Li-Ion plant for Mitsubishi i MiEV

Lithium Energy Japan, a joint venture between GS Yuasa Corp., Mitsubishi Motors Corp. and Mitsubishi Corp., plans to construct a battery factory in response to Mitsubishi Motors’ plans to boost production of its i MiEV electric vehicle.

The joint venture will spend ¥2-3 billion (US$21-32 million) to build the lithium-ion battery factory in Kyoto. This facility will reportedly have sufficient capacity to produce battery packs for 15,000 vehicles a year starting in the autumn of 2010.

Lithium Energy Japan had initially intended to produce cells for packs for up to 2,000 vehicles a year at GS Yuasa’s main plant, in Kyoto, for a range of customers. In 2008, the company began construction on a factory in Kusatsu, Shiga Prefecture, with eventual planned capacity for approximately 10,000 vehicles. At the time, the company said it was planning to add a second plant and double output by 2012.

With the rapid increase in demand for lower emitting vehicles, Mitsubishi Motors recently doubled its planned i MiEV production for fiscal 2011 to 20,000 following an agreement to supply the car to France’s PSA Peugeot Citroen Group.

In April, Blue Energy Co., Ltd., the new joint venture company between GS Yuasa and Honda for the manufacturing, sales and R&D of lithium-ion batteries for hybrid vehicles, held a groundbreaking ceremony to mark the start of construction of its Osadano Plant in Fukuchiyama, Kyoto.

Source: Green Car Congress

Sanyo to build ¥30B plant for automotive Li-Ion batteries

Sanyo Electric Co. will spend about ¥30 billion (US$314 million) to build an automotive lithium-ion battery plant. The new factory is expected to come onstream by the end of fiscal 2010, with capacity to produce enough lithium-ion batteries for more than 100,000 standard hybrid vehicles in fiscal 2011.

With combined production at the new factory and another plant in Tokushima Prefecture that will begin operating as early as the end of the year, Sanyo plans to boost its overall output capacity of lithium ion batteries by over 500% for about 120,000 vehicles a year.

The company will also bolster output of nickel hydride batteries—its mainstay product—and invest several billion yen in the existing production line at a Sumoto factory, also in Hyogo Prefecture. The plan is to increase annual production by about 150% to 30 million units (150,000 cars) in fiscal 2009 from 12 million units (60,000 cars) in fiscal 2008. Sanyo’s nickel hydride battery is installed in the Insight hybrid of Honda Motor Co. (7267) and vehicles of Ford Motor Co.

In 2008, Volkswagen and Sanyo announced a partnership to work on next-generation high-performance automotive electric storage systems based on lithium-ion technology. The Volkswagen Group said that it hopes to be able to apply Li-ion technology in its first vehicles by 2010. (Earlier post.)

Sanyo has agreed to be acquired by Panasonic, which currently provides NiMH packs to Toyota and is developing Li-ion packs through its PEVE joint venture.

Source: Green Car Congress

Blue Energy begins construction of new plant (株式会社ブルーエナジー 工場の建設を開始)

Blue Energy Co., Ltd., a new joint venture company between GS Yuasa and Honda for the manufacturing, sales and R&D of lithium-ion batteries for hybrid vehicles, today held a groundbreaking ceremony to mark the start of construction of its Osadano Plant in Fukuchiyama, Kyoto.

The groundbreaking ceremony was attended by approximately 100 dignitaries and guests, including Keiji Yamada, the governor of Kyoto prefecture and Masaji Matsuyama, the mayor of Fukuchiyama city, as well as Makoto Yoda, president and CEO of GS Yuasa Corporation, Takeo Fukui, president and CEO of Honda Motor Co., Ltd., and Masahiko Oshitani, president and CEO of Blue Energy Co., Ltd.

The new plant is scheduled to begin production sometime around fall 2010.

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Text in Japanese

　ハイブリッド車用リチウムイオン電池の製造・販売、および研究開発を行う株式会社ブルーエナジーは、本日、京都府福知山市において長田野工場の建設を開始しました。
　 着工式典には山田 啓二（やまだ けいじ）京都府知事、松山 正治（まつやま まさじ）福知山市市長、株式会社 ジーエス・ユアサ コーポレーションの依田 誠（よだ まこと）取締役社長、本田技研工業株式会社の福井 威夫（ふくい たけお）取締役社長、株式会社ブルーエナジーの取締役社長に就任した押谷 政彦（おしたに まさひこ）など、約100名が参列しました。
　新工場の稼働開始は、2010年秋ごろを予定しています。
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Source: Honda Media Website

Toshiba boosts discharge density of SCiB Li-ion battery

The Nikkei reports that Toshiba has improved the discharge density of its SCiB Li-ion battery to 3,900 W/kg. Last year, Toshiba described the development of a 3.0 Ah high-power version of the SCiB with 3,600 W/kg output specifically for hybrid electric vehicle (HEV) applications.

...because it can be charged as fast as in a minute and a half, instead of more than 10 minutes, it is suited for plug-in hybrids, according to Toshiba. The battery also has a long life, capable of withstanding more than 10,000 recharges. The firm has started shipping it to major Japanese, US and European automakers on a trial basis.

In addition, Toshiba has developed a lithium ion battery with a high energy density for electric vehicles, given that discharging power over a long duration trumps high output in such applications. The company hopes to begin sample shipments of the battery this fall.

In February, Volkswagen AG and the Toshiba signed a letter of intent to cooperate for the development of electric drive units and the accompanying power electronics for Volkswagen’s planned New Small Family. Volkswagen and Toshiba said then they were planning the development of battery systems with a high specific energy density for the next generation of electric vehicles.

Cannondale Sports Group, a global provider of branded bicycles and a division of Dorel Industries, Inc., selected the SCiB to provide the power battery module for a new electric bicycle for the North American and European markets. Toshiba’s SCiB 24V/4.2Ah module will debut in the Tailwind, a new electric bicycle Cannondale Sports Group is bringing to market under the Schwinn Bicycles brand.

Toshiba currently produces 150,000 SCiBs a month at its plant in Nagano Prefecture, and plans to start constructing a factory in Niigata Prefecture by this fall to coincide with its full-scale entry into the field of automotive batteries. Toshiba is planning for an initial 2 million units a month upon start-up, and hopes to boost monthly output to 10 million by around 2015.

Source: Green Car Congress

Blue Energy to start mass production of Li-Ion batteries for new Civic hybrid in spring 2011

The Nikkei reports that Blue Energy Co, the newly-formed joint venture between Honda and GS Yuasa (earlier post) will begin mass-producing high-performance lithium ion batteries for hybrid vehicles in the spring of 2011.

"This 51-49 joint venture of Yuasa and Honda is expected to start building a lithium ion battery plant this month at Yuasa’s Osadano plant, in Kyoto Prefecture, at an estimated initial cost of 10 billion yen [US$100 million] or so. Blue Energy plans to gradually increase the number of production lines, so the eventual investment in the plant will likely come to around 20 billion yen. The production is expected to begin at a level sufficient for 100,000 vehicles a year."

"Honda plans to start using lithium ion batteries with the hybrid version of its Civic passenger car, whose next-generation version is slated to launch around 2011."

Source: Green Car Congress

Electric vehicles call for redefinition of automobiles

Metal-air battery drawing attention

Q: I'd like to ask about the batteries first.

Hirota: Fuel cell vehicles feature longer driving distances and were expected to be commercialized at an early date. However, the introduction of FC vehicles into the market has been substantially delayed due to some unsolved issues including their high costs.

Hybrid vehicles with nickel-metal hydride (NiMH) batteries have already been commercialized, and electric vehicles incorporating lithium ion (Li-ion) secondary batteries are expected to debut within 2009. Driving distances of electric vehicles are short, though, because the energy density of the batteries is still low.

Li-ion secondary batteries with a higher energy density are being developed so as to improve driving distances of electric vehicles. At the same time, fuel cells and air batteries including metal-air batteries are under development.

NiMH batteries and Li-ion batteries, commonly-used high-performance batteries, use oxidizers for their cathodes and are similar to rocket engines. The batteries have a high instantaneous force (power density) while they are heavy because of the oxidizers and low in energy density. Though some improvements have been made, we are beginning to see technological limits.

On the other hand, metal-air batteries, which use zinc, magnesium, lithium, etc, as fuel, as well as hydrogen-oxygen fuel cells, which oxidize hydrogen and metals by using oxygen in the air, are similar to jet engines. These batteries do not need an oxidizer, one of the materials necessary for redox reaction in batteries, resulting in possible weight reduction.

Airplanes that fly in the atmosphere carry jet engines, not rocket engines. I think automotive engineers have big expectations for metal-air batteries similar to jet engines in this respect.

Based on these perspectives, electric vehicles with zinc-air batteries, etc, are being actively developed in the US, Europe and China.

For commercialization of metal-air batteries, we should utilize technologies for Li-ion batteries and zinc-air batteries as well as air electrode technologies advanced through the development of fuel cells. Japan will continue to lead the world in the development of batteries if we take advantage of our advanced atomic level observation technologies and elementary reaction analysis technologies and if the industry, government and academia join forces on projects, such as the one being promoted by NEDO.

Electronics/Electrochemistry Fusion Expected

Q: Is the development of automotive batteries progressing smoothly?

Hirota: A variety of research institutes and corporations in Japan have been developing batteries. However, to develop batteries appropriate for automotive use, it is necessary to enhance collaboration of battery developers and automobile developers who specialize in machines and electricity.

Though mechatronics, a synergetic combination of mechanical engineering and electronic engineering, has a history of more than 30 years, there were disputes arising from differences in thinking patterns and cultures between machine-oriented engineers and electronics-oriented engineers in development sites at an early stage of its history. Fortunately, as time went by, the two parties came to cooperate with each other.

Batteries are developed by "electrochemistry engineers." The key to open the electric vehicle era lies in "chemtronics," the fusion of electronics and electrochemistry, as well as mechatronics, but we have to wait some time for this fusion to occur.

For example, battery characteristics are provided from manufacturers in the form of charts rather than mathematical models or equivalent circuit models, making it difficult to design charge/discharge systems.

The Japanese battery industry is ranked number one in the world in terms of batteries themselves. So, I believe we have the capability to be the number one in system technologies including the use of batteries. The competitiveness of Japanese automotive manufacturers may decline if they don't see a vehicle and batteries as an integrated system.

Q: What can be done to solve that issues?

Hirota: The ideal way would be that engineers for electronic circuits learn about electrochemistry and those for electrochemistry learn about electronic circuits. But they will have a hard time understanding unfamiliar fields especially when they are busy with their own jobs.

When we look at actual job sites from the perspective of understanding unfamiliar fields, circuit designers don't always understand the principles of semiconductor engineering. But they can fully utilize, for example, power devices.

Semiconductor manufacturers provide equivalent circuit models of power devices, so it is possible to know operating margin, calorific value and changes in characteristics due to temperature increase of power devices by using a circuit simulator. Mechanical engineers can also fully utilize semiconductor devices by using the circuit simulator.

I think equivalent circuit models for batteries should also be created as soon as possible so that electronics engineers and mechanical engineers can handle batteries. Such models are needed not only for batteries but also for various other fields, and I believe they are essential for electric vehicle system integration.

Source: Tech-On!

GS Yuasa & Honda to establish Blue Energy Co. for production of Li-Ion batteries for hybrid vehicles (GSユアサとHondaによるハイブリッド車用リチウムイオン電池の新会社設立に向け合弁契約を締結)

TOKYO, Japan, March 24, 2009 - GS Yuasa Corporation and Honda Motor Co., Ltd. today signed a joint venture contract to establish a new joint venture company. Since the signing of a basic agreement in December of last year (earlier post), two companies have engaged in a series of discussions to determine concrete plans for the establishment of a joint venture company which will manufacture, sell and conduct R&D for high-performance lithium-ion batteries for applications with a central focus on hybrid vehicles. The new company, Blue Energy Co., Ltd., is scheduled to be established April 1, 2009.

Outline of the new joint venture company

1. Company name Blue Energy Co., Ltd.
2. Establishment date (plan) April 1, 2009
3. Headquarters 1, Inobanba-cho, Nishinosho, Kisshoin, Minami-ku, Kyoto
4. Capital 3 billion yen. Potential increase in capital and capital surplus up to 15 billion yen may be executed.
   
5. Capital Ratio 51% GS Yuasa Power Supply Ltd. (a wholly-owned subsidiary of GS Yuasa Corporation) 49% Honda Motor Co., Ltd.
6. Description of business Manufacturing, sales and R&D of high-performance lithium-ion batteries
7. President and CEO Masahiko Oshitani (Executive Officer of GS Yuasa Corporation)
   

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Text in Japanese

　株式会社 ジーエス・ユアサ コーポレーション（社長：依田 誠、本社：京都市南区）と本田技研工業株式会社（社長：福井 威夫、本社：東京都港区）は、昨年12月に基本合意し、ハイブリッド車を中心とした高性能リチウムイオン電池の製造・販売、および研究開発を行う新会社の 設立を目的に具体的な協議を重ね、本日合弁契約を締結いたしました。
　設立は本年4月1日を予定しております。

【新会社の概要】

1. 社名		株式会社ブルーエナジー （英文名：Blue Energy Co., Ltd.）
2. 設立予定		2009年4月1日
3. 本社所在地		京都市南区吉祥院西ノ庄猪之馬場町1番地
4. 資本金		30億円（将来資本は資本準備金を含めて150億円を予定）
5. 出資比率		株式会社 ジーエス・ユアサ パワーサプライ＊　51％ （＊：株式会社 ジーエス・ユアサ コーポレーションの100％出資子会社） 本田技研工業株式会社　49％
6. 事業内容		高性能リチウムイオン電池の製造・販売、および研究開発
7. 代表者		取締役社長：	押谷 政彦（おしたに まさひこ） （株式会社 ジーエス・ユアサ コーポレーション 常務執行役員）

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Source: Honda Media Website

Battery deal sought with EU

Japan will seek an agreement with the European Union to jointly develop solar cells and new ultralight batteries for electric cars that can deliver three times the power of current technology, a Japanese official said Thursday, prior to a meeting that began Friday.

The trade ministry's Agency for Natural Resources and Energy aims to sign an accord Saturday with the EU to pioneer the next-generation rechargeable batteries and photovoltaic cells, Ryo Nasu, the agency's deputy director for energy strategy, said Thursday.

About 100 officials and experts from both sides began talks in Tokyo on Friday.

The development of electric cars has been held back by heavy batteries that limit their range. Germany's Daimler AG, the world's second-largest maker of luxury autos, has said energy storage is "at the very heart" of running cars on power rather than gasoline and has invested in making lighter lithium-ion battery cells.

"This tieup would be aimed at making these advanced technologies commercially viable by 2030 or later," Nasu said. "Cooperation in technologies available for the next 10 years may be difficult for Japan and Europe, which now are competing against each other."

Too-frequent recharging has undercut consumer interest in electric cars and investment needed by automakers to begin moving more people and goods with less greenhouse-gas emissions.

"The development of a battery as durable as 500 km per charge is feasible," said Yasushi Yamamoto, a spokesman for battery-maker GS Yuasa Corp. "But we need promising demand growth for electric vehicles in the years ahead before embarking on the next-generation product."

Japan also wants to collaborate with Europe in developing a battery that can power an electric vehicle as long as 500 km on one charge, Nasu said. Conventional batteries can last up to about 150 km per charge. Technologies that can be commercially viable by 2030 must be studied, he said.

EU officials participating in the talks in Tokyo couldn't immediately be reached for comment.

Sharp Corp. and GS Yuasa are among solar-power cell and battery makers that may benefit if a cooperation agreement is clinched by the two governments. Japan and the EU have pledged to boost use of alternative energy and reduce emissions of greenhouse gases, blamed for global warming. If they fail, they face penalties under the 1997 Kyoto climate-protection treaty.

"Governments shouldn't spend too much time on research and discussion at the table, but they must get the private sector swiftly involved and make these technologies economically viable," said Mitsushige Akino, who oversees about $615 million at Tokyo-based Ichiyoshi Investment Management Co. in Tokyo. "Japanese battery and solar cell makers will then be able to move ahead with their future projects."

Stuttgart-based Daimler bought 49.9 percent stake in Li-Tec Vermoegensverwaltung GmbH, a developer of lithium-ion battery cells, which are lighter and more powerful than traditional nickel-hydride power packs.

Raffaele Liberali, director for energy at the European Commission's scientific research bureau, and Kazuhiko Hombu, director general of Japan's Agency of Natural Resources and Energy, will cochair the two-day meeting in Tokyo. The two governments will pick the advanced clean-energy technologies for a joint development after discussion.

A venture led by GS Yuasa plans to start supplying lithium-ion batteries in April to Mitsubishi Motors Corp. with its initial target sales of 2,000 units annually, spokesman Yamamoto said from Kyoto Thursday. The battery is capable of driving an electric vehicle as far as 160 km.

Conventional solar panel cells are able to convert 16.5 percent of energy from the sun into electricity, according to Kyocera Corp., the world's fourth-largest cell producer.

The trade ministry has previously said it sought development of a new cell with a solar-to-electricity conversion ratio of more than 40 percent by 2030.

Source: The Japan Times

Japan expects automotive Li-Ion battery costs to halve in 1 year

The New Energy and Industrial Technology Development Organization (NEDO), an independent administrative institution in Japan, submitted March 3, 2009, the final draft of the "2008 Roadmap for the Development of Next Generation Automotive Battery Technology."

The draft was approved at the second meeting of the Roadmap Committee on the same day. After some details are corrected, it will be disclosed on NEDO's Website as early as in March 2009.

The roadmap covers the development of secondary batteries used in plug-in hybrid cars and electric cars, which are expected to play main roles as next generation vehicles, and is "based on the most detailed information currently available," according to NEDO. Performances and costs at present as well as those to be attained by 2010, 2015, 2020 and after 2030 are shown as target values.

According to the roadmap, Li-ion secondary batteries will lead the market until around 2030. The roadmap forecasts the development will be focused on two types of batteries, an output density-oriented type intended for plug-in hybrid and hybrid cars, and an energy density-oriented type for electric cars.

NEDO also analyzed battery cost (not a cell but a battery pack) as of March 2009. It estimates that the cost is about ¥200,000/kWh (approx US$2,016/kWh) for both types of batteries. In respect to output density-oriented batteries, the current energy density is 70Wh/kg, and the output density is 1,800W/kg. Meanwhile, for energy density-oriented batteries, the energy density is 100Wh/kg and the output density is 400W/kg.

According to the target values described in the roadmap, the energy density and output density of output density-oriented batteries will be improved to 70Wh/kg and 2,000W/kg, respectively, and their cost will be reduced by half to about ¥100,000/kWh in 2010. In respect to the energy density-oriented batteries, the energy density and output density are expected to improve to 100Wh/kg and 1,000W/kg, respectively, while the cost will be reduced to about ¥100,000/kWh.

For 2020, the goals are set at 200Wh/kg energy density, 2,500W/kg output density and ¥20,000/kWh for output density-oriented batteries, and 250Wh/kg energy density, 1,500W/kg output density and ¥20,000/kWh for energy density-oriented batteries.

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Text in Japanese

　新エネルギー・産業技術総合開発機構（NEDO）は2009年3月3日，「次世代自動車用蓄電池技術開発ロードマップ2008」の最終案を提示した。同 日開催の同ロードマップ第2回委員会が審議して承認された。細部の修正を経て，早ければ2009年3月中にNEDOのWebサイトで公開する。

　同ロードマップは，次世代自動車の主役と期待されるプラグイン・ハイブリッド車や電気自動車に使う2次電池の開発ロードマップを，「現状得られる 可能な限り詳細な情報に基づいてまとめた」（NEDO）もの。「現在」「2010年ごろ」「2015年ごろ」「2020年ごろ」「2030年以降」という 期限を決めて，それまでに到達すべき性能，コストなどを数値目標として掲げた。

　同ロードマップは，現在から2030年ごろまではリチウム（Li）イオン2次電池が主役になると見ている。開発の方向性としては，プラグイン・ハ イブリッド車やハイブリッド車に使う出力密度重視型と，電気自動車に使うエネルギ密度重視型の二つを想定している。2009年3月段階の電池コスト（セル ではなく電池パック）も分析しており，両タイプとも約20万円/kWhと推定している。出力密度重視型の現状のエネルギ密度は70Wh/kg,出力密度は 1800W/kg。エネルギ密度重視型のエネルギ密度は100Wh/kg，出力密度は400W/kgとしている。

　こうした現状の性能，コストを，2010年ころには，出力密度重視型でエネルギ密度70Wh/kg，出力密度2000W/kg，コストは半減の約 10万円/kWhとし，エネルギ密度重視型では同じ同じく100Wh/kg，1000W/kg，約10万円/kWhとする目標を掲げている。2020年こ ろの出力密度重視型の目標は，エネルギ密度が200Wh/kg，出力密度2500W/kg，コスト約2万円/kWh。エネルギ密度重視型では，同じく 250Wh/kg，1500W/kg，約2万円/kWhとしている。

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Source: Tech-On

Japan to push development of battery technologies (NEDO、蓄電技術開発室を設置)

NEDO, an independent administrative institution in Japan, established March 1, 2009, a new section for conducting integrated and all-around research and development of power storage technologies.

NEDO (New Energy and Industrial Technology Development Organization) plans to invite participants to the "Fundamental Scientific Research Project on Advanced Storage Batteries" in order to approach the performance limit of storage batteries through academic-industrial cooperation.

Currently, the Japanese transport industry relies nearly 100% on petroleum. Therefore, wider use of the next-generation automobiles, including electric cars, plug-in hybrids and fuel cell vehicles, which can be powered by a variety of energies and are environmentally-friendly, is expected.

Battery technologies are the core technologies for all types of the next-generation vehicles. And it is expected that driving distances will be significantly improved if full-fledged batteries for electric cars (advanced storage batteries) are developed. In recent years, technology development in this field has been advancing in the US and Europe because of supports from the governments, and the competition has escalated on a global scale.

Responding to foreign newcomers as well as the expanding market and needs, NEDO established the new section to maintain the superiority and competitiveness of the Japanese storage battery industry. This is the first newly-established technology development section since NEDO became an independent administrative institution in October 2003.

The section for the development of power storage technologies will promote the development of technologies for attaining the limit performance of Li-ion secondary batteries. Also, it will develop and expand the use of an innovative storage battery that is superior to Li-ion batteries by promoting international standardization of safety and lifetime evaluation methods. Furthermore, the new section will support the forming of a cross-disciplinary consortium for the development of storage battery technologies.

The section will take over the "Technology Development for Energy Storage System Facilitating Systematic Collaboration" for system power and the "Technology development for the Next-Generation Automotive Energy Storage System" for automobiles, for the time being. And it will undertake the Fundamental Scientific Research Project on Advanced Storage Batteries, a new project for fiscal 2009.

The section has an annual budget of about ¥7.1 billion (approx US$73 million) for fiscal 2009 and seven staff members. But it plans to reinforce the structure in the future so as to respond to a wide variety of needs for storage battery technologies.

Source: Tech-On

New Honda Insight's smaller and lighter Power Unit (小型・軽量化した新型「インサイト」のIPU，インバータは三菱電機製，DC-DCコンバータはTDK製)

Honda's new Insight hybrid is equipped with an IPU (Intelligent Power Unit) that incorporates a PCU (Power Control Unit) and a Ni-metal hydride secondary battery unit (earlier post).

Compared with the IPU mounted in the latest Civic Hybrid, the new IPU has about a 19% smaller volume and approximately a 28% lighter weight.

The functions of the PCU, which is composed of a motor-driving inverter, an electronic control unit (ECU) and a DC-DC converter, were further integrated. Specifically, the ECU for controlling the motor and the ECU for controlling the secondary battery, which were separate in the Civic Hybrid, were integrated.

In addition, the ECU, the DC-DC converter and the inverter are housed inside a magnesium case without using any connecting members, in contrast to the former method in which they were mounted on top of and below a copper frame.

Furthermore, while the Civic Hybrid uses a compressor that can be driven either by the engine belt or by power, the new Insight has a compressor that can be driven only by the engine belt, eliminating the need for the inverter compressor. As a result, the volume and the weight of the PCU were reduced by 10% and 31%, respectively.

The inverter for the Civic Hybrid is manufactured in-house, but that for the new Insight is supplied by Mitsubishi Electric Corp. The DC-DC converter, which continues to be supplied by TDK Corp, is smaller in size compared with the one used in the Civic Hybrid.

The battery unit incorporates cells manufactured by Sanyo Electric Co Ltd. The cells feature polar plates with larger surface areas, thinner separators and alloy cathode with improved durability.

Because of these improvements, both the output per module and the durability were increased by 30%, making it possible to reduce the number of cells by 30%, from 132 to 84. The volume and the weight of the battery unit were reduced by 31% and 35%, respectively, compared with the one used in the Civic Hybrid.

Source: Tech-On

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Text in Japanese

　ホンダが2009年2月5日に発表した新型「インサイト」は，PCU（パワー・コントロール・ユニット）とNi水素2次電池ユニットを集約した IPU（インテリジェント・パワー・ユニット）を現行の「シビック ハイブリッド」よりも容積で約19％の小型化，重さで約28％の軽量化を実現した。

　モータ駆動用インバータや電子制御ユニット（ECU），DC-DCコンバータなどから成るPCUは機能集約を進めた。具体的には，シビッ ク ハイブリッドでは別々だったモータ制御用のECUと2次電池制御用のECUを統合した。さらに，銅板のフレームの上下に各ユニットを取り付ける従来の方法 を代え，マグネシウム製のケース内にECUとDC-DCコンバータ，インバータを接続部材なしに配置している。

　また，シビック ハイブリッドはエンジンのベルトによる駆動と電動駆動の両方が可能なコンプレッサを搭載しているが，新型インサイトはベルト駆動のみとしたことから，コン プレッサ用のインバータを搭載せずに済んでいる。その結果，PCUはシビック ハイブリッドに比べて容積を10％，重さを31％削減した。

　インバータは，シビック ハイブリッドでは内製だが，新型インサイトでは三菱電機から供給を受ける。DC-DCコンバータは従来と同じくTDK製で，シビック ハイブリッドに比べて小型化している。

　電池ユニットは三洋電機製のセルを採用する。従来のセルに比べて電極の極板面積の拡大やセパレータの薄肉化，負極合金の耐久性を向上させた。これ により，モジュール当たりの出力を30％，耐久性も30％高め，搭載するセル数を132セルから84セルと30％減らした。電池ユニットはシビック ハイブリッドに比べて容積を31％，重さを35％減らしている。

ソース: 日経Automotive TechnologyのWebサイト
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Details about the battery unit of the new Honda Insight

The new Insight hybrid, which Honda Motor Co Ltd announced at Detroit Motor Show 2009, sports the IPU (Intelligent Power Unit) whose volume and weight are 19% and 28%, respectively, less than the one equipped in the Civic Hybrid.

The IPU is composed of a Ni-hydrogen secondary battery unit, a motor driving inverter, etc.

Because the new battery unit features a 30% higher output per module than the existing one, the number of battery modules in the battery unit could be reduced from 11 to seven, contributing to the small size and the light weight of the new IPU.

In the battery module, 12 cylindrical cells are connected in series. The new Insight is mounted with 84 cells in total, and the battery unit outputs a voltage of 100.8V, 57.2V lower than the Civic Hybrid.

The cell, which is manufactured by Sanyo Electric Co Ltd, has a current capacity of 5.75Ah and a voltage of 1.2V. The cell employed for the Civic Hybrid is a product of Panasonic Corp and has a current capacity of 5.5Ah.

The IPU incorporates an inverter and a control unit for the motor, which are positioned on the battery unit. It is an air-cooled type that intakes air from the sides of the rear seats and emits it to the sides of the luggage compartment. The battery unit is packaged in a foamed material to prevent water exposure even if part of the vehicle including the control unit and the inverter is soaked in water.

Source: Tech-On

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"The electric motor can now propel the Insight, but only when it's driven on a flat surface at a steady speed of about 45 km/h. It's an ultra-thin, brushless motor, located between the engine and the transmission."

"Talking to Honda engineers I learned that the internal engineering life-expectancy standard for this battery is 15 years or 240,000 km."

Source: The Province

Nissan, NEC to invest $1.1B or more to increase Li-Ion supply for EVs and HEVs

The Nikkei reports that Nissan Motor Co. and NEC Corp. will invest ¥100 billion (US$1.1 billion) or more in their joint venture Automotive Energy Supply Corp. (AESC) to boost manufacturing capacity of lithium-ion batteries to supply a total of around 200,000 electric and hybrid vehicles per year by 2011 or later.

Initial annual battery output from the AESC plant in Kanagawa Prefecture is set to supply packs for approximately 13,000 vehicles.

The plant was to expand its output capacity to 65,000 vehicles by 2011, but the parents have decided to bring this forward to 2010. In addition, they now intend to build an additional factory in Japan in 2011 or later.

Furthermore, the two firms are considering setting up factories in the US and Europe to supply local automakers. These foreign factories may tap low-interest loans offered by their respective governments for the production of environmentally friendly vehicles.

Source: Green Car Congress

Toshiba to manufacture SCiB Li-Ion batteries

Toshiba Corp. will spend up to ¥30 billion ($US331 million) to build a plant to manufacture its new SCiB Li-ion battery.

Toshiba, which last December announced the general commercial launch of a 4.2 Ah cell version of its fast-charging SCiB—Super Charge ion Battery—lithium-ion battery is also developing a 3.0 Ah high-power version of the cell specifically for hybrid electric vehicle (HEV) applications.

The new plant, to be built in Niigata Prefecture, would increase Toshiba’s production capacity for SCiB batteries by about 70-fold, according to The Nikkei. The company is targeting production levels of 10 million cells a month by 2015, with annual sales targeted at ¥200 billion (US$2.2 billion).

In December 2007, Toshiba unveiled a plan to use its SCiB to enter the battery market for industrial equipment applications. It set up machinery at a plant in Nagano Prefecture capable of producing 150,000 units a month, which it currently uses to manufacture SCiB batteries for electric bicycles and other products.

Toshiba uses a lithium titanate (LTO) material in its anode for improved safety and support for fast recharge. An LTO anode supports high rate capabilities and fast charge even at low temperatures.

Source: Green Car Congress

GS Yuasa and Honda reach basic agreement to establish joint venture company for manufacturing, sales and R&D of Lithium-ion batteries

Tokyo, Japan, December 17, 2008 -- GS Yuasa Corporation and Honda Motor Co., Ltd. today announced that they have reached a basic agreement to establish a joint venture company which will manufacture, sell and conduct R&D for high-performance lithium-ion batteries for applications with a central focus on hybrid vehicles. The two companies will now begin concrete discussions with an aim to establish the new company sometime around spring 2009.

It is planned that the ratio of capital investment will be 51% by GS Yuasa and 49% by Honda. The headquarters of the new company is planned to be located in Minami-ku, Kyoto, and the factory is planned to be established within the property of GS Yuasa's Osadano operation in Fukuchiyama, Kyoto.

Hybrid vehicles are expected to move into the mass-market stage as an effective environmentally-responsible technology from the standpoint of reducing CO2 emissions. The lithium-ion battery offers energy density and power density higher than the nickel-metal-hydride battery, and demand for lithium-ion batteries is therefore expected to grow in the future as the battery of choice for hybrid vehicles. GS Yuasa and Honda determined that development of smaller and lighter lithium-ion batteries with further improved performance should be achieved by combining the technological strengths and know-how of The two companies in the area of manufacturing, sales, and R&D of lithium-ion batteries. Through the development of such batteries, the two companies can demonstrate the maximum synergy effect in the effort to promote the greater market penetration of hybrid vehicles.

The new company will manufacture batteries based on EH6, the lithium-ion battery developed by GS Yuasa. The performance most suitable for next-generation hybrid vehicles will be achieved through a review of certain elements such as the structure and electrode materials.

Source: Honda Motor Co.,Ltd.

Total Lithium-Ion battery sales forecast to double by 2012 to US$13.1B

Market researcher Fuji-Keizai Co. forecasts that global sales of rechargeable batteries for all applications will surge 43% from 2007 to ¥3.61 trillion (US$37.9 billion) in 2012, led by a doubling of lithium-ion battery sales.

Sales of lithium ion batteries are seen growing to ¥1.25 trillion [US$13.1 billion] in 2012, about 2.1 times as high as 2007 sales. In addition to use in inexpensive notebook personal computers and power tools, these batteries are expected to be utilized in electric cars and hybrid vehicles.

Sales of dry cells and other non-rechargeable batteries are expected to grow 22% from 2007 to 1.48 trillion yen in 2012. The percentage of alkaline dry cell batteries sold will likely increase from around 70% in 2007.

Source: Green Car Congress