Lithium News

The United States Advanced Battery Consortium LLC (USABC), a collaborative organization of FCA US LLC, Ford Motor Company and General Motors, has awarded $1.08 million to Worcester Polytechnic Institute (WPI) in Worcester, Massachusetts for Phase II of a lithium-ion (Li-ion) battery recycling contract.

The contract award, which includes a 50% cost share, funds a 24-month project. Building on Phase I, this contract will enable WPI to demonstrate the ability of its process to recycle spent Li-ion batteries and produce new cathode materials to generate a higher nickel cathode powder.

The WPI team, led by Yan Wang, William Smith Foundation Dean’s Associate Professor of Mechanical Engineering, has developed a patented closed-loop recycling process in which the batteries are first shredded. After the shredded materials are separated, the cathode powders are dissolved. By adjusting the chemistry of the solution, new materials, in the desired ratios, can be precipitated out as precursor and used to make cathode material for new batteries.

Other materials recovered from the shredded batteries, including steel, graphite, and plastics, can also be recycled, thus benefiting the environment and improving the overall business model.

As part of the phase 1 USABC project, Wang took the process developed in his lab and proved that it can be scaled up to produce cathode materials that are equal in quality to those available commercially, and that those recovered materials can be used to make new vehicle batteries that are comparable to units sold by original equipment manufacturers (OEMs) for use in hybrid and electric vehicles.

The WPI recycling process was shown to be effective in recycling batteries that contain the most commonly used cathode materials at the time the research was completed to produce new cathode powders. But over the past few years, battery makers and car manufacturers have increasingly been moving towards higher nickel cathode formulations in efforts to reduce the quantity of cobalt contained in the cathode powders.

The switch to nickel is resulting in better batteries, as nickel-rich cathodes offer higher energy density (a greater ability to store energy) than cobalt-rich cathodes. But, Wang noted, producing nickel-rich cathodes is a more demanding process that requires additional steps not required for cobalt-rich cathodes.

With the new USABC award, Wang and his team will seek to demonstrate their ability to produce high-quality nickel-rich cathode powders from materials recovered from recycled batteries, and that those cathode powders can be incorporated into batteries with electrochemical performance on par with OEM control units made with commercial powder. The team will also explore how different anode materials, including lithium, silicon, and titanium dioxide, as well as adhesives used in battery manufacture, affect the recycling process.

I am quite confident that we can meet these targets. In the first phase of our USABC project we gained fundamental knowledge about how to control our process to produce cathode particles with the desired properties. While the conditions for forming cathode powders will be different with the high-nickel materials, our process is quite flexible and I believe it can be adapted to the new formulations.

—Yan Wang

As in the original USABC-funded project, the work of making and testing new automotive batteries using the high-nickel cathode powders produced by Wang’s team will be subcontracted to A123 Systems and Battery Resourcers, a company that has licensed WPI’s patented Li-ion battery recycling process.

USABC is a subsidiary of the United States Council for Automotive Research LLC (USCAR). Enabled by a cooperative agreement with the U.S. Department of Energy (DOE), USABC’s mission is to develop electrochemical energy storage technologies that support commercialization of hybrid, plug-in hybrid, electric and fuel cell vehicles. In support of its mission, USABC has developed mid- and long-term goals to guide its projects and measure its progress.

South Korea has finally achieved a technical breakthrough in developing a workable lithium-ion battery for a new generation of home-made submarines. The project, which began in July 2016, involved five research bodies and six companies including Samsung SDI, a top battery maker.

The Defense Acquisition Program Administration (DAPA), a state body controlled by the defense ministry, said Wednesday that lithium-ion batteries have passed its technical readiness assessment for 3,000-ton submarines under construction.

South Korea’s first 3,000-ton submarine capable of firing ballistic missiles was unveiled on September 14. The diesel-electric submarine named “Dosan Ahn Chang-ho” can sail at a maximum speed of 37 kilometers per hour with about 50 people aboard. After an operational test and evaluation, it will be delivered to the navy.

Dosan Ahn Chang-ho was installed with lead-acid batteries like conventional submarines which use diesel-electric engines or nuclear power reactors as their main power source. Many shipbuilders preferred lead-acid batteries because they were relatively inexpensive and reliable.

DAPA officials said domestic companies and researchers addressed concerns about lithium-ion batteries, which were once seen as expensive and unstable for submarines, based on South Korea’s advanced technology in the production of top-class batteries for electric devices and vehicles.

“Lithium-ion batteries are better in many ways as they take up less space than lead-acid batteries, and they are more power-efficient,” a DAPA official told Aju News. “The new batteries have passed tests which simulated harsh situations such as an explosion, the flooding of seawater, fire and extreme temperatures.”

Submarines mounted with lithium-ion batteries can stay underwater longer, while those using lead-acid batteries surface regularly to vent poisonous fumes created in the processes of cooling and charging, the official said on condition of anonymity.

“By developing new lithium-ion technology, we are expected to take a leading position in the global submarine industry,” DAPA’s submarine division head Chung Il-sik said in a statement, adding the new technology would bring a technical ripple effect to shipbuilding and other civilian sectors.

For its submarine project, South Korea has tried hard to localize parts. Dosan Ahn Chang-ho cost about one trillion won ($892 million) with its localization rate standing at 73 percent.

South Korea has a three-phase project to develop a fleet of submarines. Through the first phase, nine 1,200-ton subs have been built with technical help from Germany. In the second phase, six 1,800-ton hybrid diesel-electric/fuel cell vessels have been built and the third phase calls for the construction of 3,000-ton and 3,600-ton submarines.

We are not talking about Norway-level of electric vehicle adoption just yet, but the start of volume deliveries of the Tesla Model 3 in Canada over the last two quarters has helped push EV sales to a new record high relative to new car sales.

Electric vehicle sales now represent over 8-percent of new car sales in Canada.

It might not seem that impressive, but it’s ahead of many other markets.

According to a new report from Fleet Carma, EV sales peaked at over 13,000 units during the last quarter.

It’s a 166% increase over the same period last year and pushed the total number of EV sold in 2018 to almost 35,000 units – a 158% increase over the same period last year.

The growth rate is truly impressive and if the trend continues, we can imagine some great things in the next few years.

Depending on EV sales in the last quarter, Canada could add more EVs in 2018 than it did over the lat 3 years combined:

The start of volume deliveries of the Tesla Model 3 over the last two quarters made a big difference this year in Canada.

Tesla delivered almost 5,000 Model 3 in the country over the past 6 months and the vehicle remained the best selling plug-in during the last quarter, according to Fleet Carma’s numbers:

Nissan Leaf deliveries also slightly increased by about 200 units during the quarter.

Tesla also contributed with Model X and Model S deliveries, which were both up over the last 3 months – now taking the 4th and 5th spots in the country.

On the PHEV front, the arrival of the Mitsubishi Outlander PHEV is also making a difference with almost 2,000 deliveries during the last quarter.

While all those numbers are encouraging for EV sales, the situation is expected to change in the country due to Ontario, which was adding more EVs than any other province this year, ending its EV incentive program.

It is expected to have a significant impact, but Quebec and British Columbia are still going strong

The new electric Harley-Davidson LiveWire electric motorcycle—originally unveiled in Milwaukee during the company’s 115th Anniversary this past Labor Day weekend—made its European debut at the Milan press conference of the EICMA show.

Due for release in 2019 and being shown at the event as a production-ready motorcycle, LiveWire was first confirmed during the announcement of the company’s “More Roads to Harley-Davidson.” (Earlier post.) As part this accelerated plan, Harley-Davidson intends to be the world leader in the electrification of motorcycles. Harley-Davidson expects to deliver a full portfolio of electric motorcycles by 2022.

The vision behind the production LiveWire motorcycle began with Project LiveWire, revealed as a prototype in 2014 as an effort to gauge the potential of an electric-powered motorcycle as envisioned by Harley-Davidson. Drawing from the experiences of the Project LiveWire demo tour and following an intensive development program the Harley-Davidson LiveWire model offers the rider a new, high-performance motorcycling experience.

Propelled by the immediate torque of an all-electric motor, the LiveWire motorcycle is capable of astounding acceleration with just a twist of the throttle—no clutching or gear shifting required. A low center of gravity, rigid aluminum frame and premium adjustable suspension components give the LiveWire dynamic handling. Performance and range are optimized for the urban street-rider.

The LiveWire motorcycle is powered by a permanent magnet electric motor located low in the motorcycle to lower the center of gravity and help the motorcycle handle well at all speeds and easy to control when stopped. The LiveWire model is designed to produce a tone that increases in pitch and volume with speed—a new sound that represents the smooth, electric power of the LiveWire motorcycle.

The LiveWire motorcycle features a RESS (Rechargeable Energy Storage System, or the main battery) composed of lithium-ion cells surrounded by a finned, cast-aluminum housing. The LiveWire motorcycle is also equipped with a small 12-volt lithium-ion battery that powers the lights, controls, horn and instrument display.

Charging can be completed using the on-board Level 1 charger that plugs into a standard household outlet with a power cord that stores below the motorcycle seat. LiveWire can also be charged with a Level 2 or Level 3, DC Fast Charge (DCFC), through a SAE J1772 connector, (USA), or CCS2 – IEC type 2 charging connector in international markets. All Harley-Davidson dealers who sell the LiveWire motorcycle will offer a public charging station with DCFC.

Powertrain performance is maximized by a chassis designed to deliver nimble, agile handling for confident control on urban streets and a thrilling ride on curving backroads. Combining the powertrain as a stressed member within the aluminum frame to increase rigidity, the LiveWire features premium high-performance fully adjustable Showa suspension.

The Showa BFRC-lite (Balanced Free Rear Cushion-lite) mono-shock rear suspension is complimented by Showa SFF-BP (Separate Function Fork-Big Piston) up front, balanced to match the performance and adjustability of the rear shock and deliver exceptional low-speed damping control for composed control in typical urban riding conditions.

To improve the control and performance of the motorcycle further, LiveWire is fitted with Brembo Monoblock front brake calipers gripping dual 300 mm-diameter discs to deliver outstanding power with a crisp feel for confident braking performance.

Confidence when riding is boosted with cornering-enhanced Anti-lock Braking System (ABS) and Traction Control System (TCS)—both of which are standard features on the LiveWire model—and co-branded H-D/Michelin Scorcher tires (180mm rear/120mm front). The rider can also tailor the performance of LiveWire with seven selectable riding modes—four of which are set as standard from the factory and a further three modes that can be defined by the user.

A color touch screen TFT display (thin-film-transistor, a type of liquid-crystal display noted for high image quality and contrast) located above the handlebar offers the rider a wide range of information on a screen that’s bright and easy to read. The display unit is tilt-adjustable to afford most riders a perfect viewing angle. The TFT screen also allows the rider to access the interface for Bluetooth connectivity, navigation, music and more.

Just as the V-Twin engine is the most eye-catching element of every previous Harley-Davidson motorcycle, the electric motor is the first-look focus of the LiveWire motorcycle. Its bright case and mechanical, muscular shape is meant to convey the power it contains. In addition, the cast-aluminum case for the RESS has been styled with functional cooling fins. The bodywork, finished utilizing advanced paint technology to give the look of anodized metal, flows from a battery cover through to a high, wasp-like contoured tail section, with a rear fender that hugs the wheel so tightly that it almost disappears from sight.

The all-new Harley-Davidson LiveWire will be on sale next year, and further details regarding pricing and pre-order process will be released in January 2019.

After first adding to its line of electric two- and three-wheelers with a four-wheeled variant a couple of years ago, Canada’s Daymak has followed up with another electrified all-terrain vehicle. After making some refinements, the new 4WD Beast ATV Ultimate carries over the clean-burning fun of its predecessor, while more than doubling its possible range.

Where 2016’s Ultra Beast ATV featured three motors for a total power output of 2,000 W, the Beast ATV Ultimate packs exactly the same punch, but sourced from twin 1,000 W electric motors instead. The new model is also six inches (15 cm) slimmer, with the front wheels brought within the wheel wells to keep muddy midriffs to a minimum.

“That was definitely one of our most common requests, for sure,” says Daymak’s Akili Sylvester. “We wanted to bring in the front wheel distance without increasing the total price of the unit drastically, so we took some time in the development process and came up with a cost effective solution that does both perfectly.”

The Beast ATV Ultimate draws its juice from a 60-V, 40-Ah lithium-ion battery, with a 60-V, 50 Ah lead acid battery also onboard for backup. This standard configuration will afford the vehicle a range of around 100 km (62 mi). But up to seven extra batteries can be built into the vehicle for customers eying longer jaunts, making for a total range of 360 km (223 mi).

Daymak says this makes its new vehicle the longest-range electric all-wheel drive ATV on the market, and it has made a few other tweaks to go with the makeover. Gone is a removable Android tablet and in its place is a more traditional instrument cluster, while the new model also features heated hand grips and a “turbo mode,” with top speed listed as 65 km/h (40 mph).

There is an inverter onboard, so mobile devices can be charged using the vehicle’s batteries via USB and 110 V outlets. A rear tow ball, high-powered LED headlights and winch also come standard on every model.

Pricing for the Beast ATV Ultimate starts at US$9,999, which includes the single lithium-ion battery and the lead-acid backup. Each additional battery will bump up that price by $2,000 apiece, bringing the total cost of a fully kitted out Beast ATV Ultimate to $23,999.

Electrified, made using innovative materials and almost certainly autonomous: three interlinked future-car themes that car makers repeatedly tell us are The Next Big Things. Volvo, for example, has famously promised that all of its future new cars will offer an electrified derivative from 2019, while VW is planning to sell three million electric vehicles annually by 2025, and BMW’s i3 and i8 blazed the trail for the use of stiff but light composites in EVs, to help offset heavy batteries.

But there are obstacles: supplies of the raw materials in batteries are finite, and the car of the future could turn out to be environmentally damaging if its batteries and innovative materials can’t be recycled.

The EV battery mountain

‘If we don’t do anything, there will be a huge waste mountain due to electric vehicles,’ warns Caroline Guest, tech specialist at the High-Speed Sustainable Manufacturing Institute. Because while sales of electric cars are set to grow exponentially, the batteries within them aren’t easy to tackle come the end of a vehicle’s life.

Car makers are working on it, prompted in part by legislation – an EU directive states that 50% (by weight) of the batteries used in electric cars must be recyclable. What’s more, recycling batteries has the potential to help solve a supply issue. The world has only a finite amount of cobalt (one of the elements used in the chemical compound in lithium-ion batteries) and the price per metric tonne has more than tripled since 2016, according to the London Metal Exchange. Work is underway to develop EV batteries that don’t require cobalt at all, but that tech is some way off. So in the shorter term battery reclamation and recycling must form part of the solution.

Toyota and BMW are already reclaiming EV batteries once they’re weakened to the point of being too inefficient for use in cars, and converting them into home energy storage units.

Nissan is going one step further with recovered Leaf batteries, using them for its slick Reborn street lights (above), which collect solar energy and convert it into light with no dependence on the grid. There’s a plan to install them later this year in Namie, a town in Japan abandoned after the Fukushima nuclear disaster in 2011.

Renault, meanwhile, is planning to use ‘second life’ Zoe batteries to stabilise the power supply on the island of Porto Santo, which uses fickle wind and solar farms for energy generation.

Making carbonfibre easily reusable

A light but stiff wonder material that transformed F1 and supercars, carbonfibre is now being used in normal cars. BMW’s 7-series uses a ‘carbon core’ to help keep weight down, and Ford is keen to exploit the material’s considerable potential across its range, not just on the GT supercar, by bringing down costs.

‘We’re aware of the challenges the industry faces regarding the lack of an economically viable process for the recycling of composite materials on a large scale,’ says Claudio Santoni, technical director for McLaren Composites. ‘It’s technically possible [either chemically, with heat or by grinding], but most applications involve a lot of down-cycling [a recycled product inferior to the original material], so the challenge is finding a recycled material with properties comparable to the original.’

According to Santoni, McLaren is also investigating methods of increasing efficiency by ensuring as much as possible of the carbonfibre it buys actually goes into its cars. ‘This is an area of great interest to us – we’re developing technologies that are a lot more efficient; reducing waste, or even eliminating it,’ says Santoni.

BMW, too, is keen on boosting efficiency when it comes to precious carbonfibre. Together with the SGL Group, which specialises in carbonfibre production, BMW’s signed a deal for SGL to not only produce its carbonfibre but to maximise the level of recycling of the material that falls onto factory floors, reducing the need for all-new carbonfibre and boosting efficiency in the supply chain.

In this way BMW’s continuing the work it’s already put in to making the material viable on mass-produced vehicles – just as well, as many more carbon BMWs are on their way. Carbon will play an important role in the iNext, which BMW boasts should set the benchmark for electric vehicles when it goes on sale in 2021 after being revealed in concept form later this year.

Dismantling made easy

The EU has set a target for 95 per cent (by weight) of a car to be recycled when it reaches the end of its driving life. Some car makers have embraced the challenge more than others, who see it as extra cost. Toyota has developed a way of simplifying the dismantling procedure for all its cars: a triangle printed discreetly into panels denotes a part that’s easy to dismantle, encouraging recycling plants to do so. Expect a lot more such small but significant initiatives in the years ahead.