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Xcel Energy, (NYSE: XEL)in partnership with the University of Minnesota, the National Renewable Energy Laboratory and the Great Plains Institute, will soon begin testing a one-megawatt sodium-sulfur battery storage system to demonstrate its ability to store wind energy and dispatch it to the electricity grid when needed.

Project Better Place, owned by Israeli-American entrepreneur Shai Agassi, will provide lithium-ion batteries to power the cars and the infrastructure to refresh or replace them. One battery will enable the cars to travel 124 miles per charge. Project Better Place will install parking meter-like plugs on city streets and construct service stations along highways to replace the batteries. [2] Renault-Nissan will build the new cars and will offer a small number of their existing electric models, such as the “Megane” sedan, at prices roughly comparable to gasoline models. To promote this form of environmentally efficient transportation, the Israeli government cut the tax rate on cars powered by electricity to 10 percent (from 79 percent on ordinary cars) to encourage consumers to buy the vehicles once they become available. [3] This initiative will offer consumers an inexpensive car for which they will pay a monthly fee based on expected mileage.

It’s a prototype hybrid car that gets 150MPG, and goes 40 miles on electricity alone, drawing its power from a combination of lithium-ion batteries and ultracapacitors. The ultracapacitors provide a burst of energy to the engine, when needed. They are then recharged by the lithium-ion batteries. This avoids the problem of emptying the batteries too fast, which can cause them to heat up, and possibly catch on fire.

Based on a Volvo C30, the ReCharge supports a 100 km (62 mile) battery-powered range before the four-cylinder 1.6-liter flex-fuel engine kicks in to power the car and recharge the battery. When driving beyond the 100 km battery range, fuel consumption may vary from 0 to 5.5 liters per 100 km (43 mpg US at full liquid fuel consumption) depending on the distance driven using the engine.

Sony today announced the development of a bio battery that generates electricity from carbohydrates (sugar) utilizing enzymes as its catalyst, through the application of power generation principles found in living organisms.

The development of flow batteries has reached the stage of demonstration projects. Small- scale products are already available on a commercial basis, while for the larger-scale projects demonstrations have been started. These demonstration projects prove the technology and show that it can be applied on a large scale.

LONDON (Reuters) - The British arm of German utility E.ON AG is developing a giant battery using a secret combination of chemicals to store wind and solar power for times of high demand, the company said on Thursday.

The new device also exhibits some unique electrical properties. While it can act like a traditional lithium-ion battery in that it stores energy and releases it as needed, it also has properties of a super-capacitor. These allow for quick discharges when necessary.

The effects of combined driving and vehicle-to-grid (V2G) usage on the lifetime performance of relevant commercial Li-ion cells were studied. We derived a nominal realistic driving schedule based on aggregating driving survey data and the Urban Dynamometer Driving Schedule, and used a vehicle physics model to create a daily battery duty cycle. Different degrees of continuous discharge were imposed on the cells to mimic afternoon V2G use to displace grid electricity. The loss of battery capacity was quantified as a function of driving days as well as a function of integrated capacity and energy processed by the cells. The cells tested showed promising capacity fade performance: more than 95% of the original cell capacity remains after thousands of driving days worth of use. Statistical analyses indicate that rapid vehicle motive cycling degraded the cells more than slower, V2G galvanostatic cycling. These data are intended to inform an economic model.

In just one year, the whens and wheres of lithium battery packs for hybrid and electric cars have come into much sharper focus

There’s been an avalanche of news items lately about GM and Toyota and their planned use of lithium-ion batteries in PHEV (plug-in electric hybrid) cars. The bottom line is that GM seems to have stolen the tempo from Toyota (to borrow a piece of chess terminology), at least in the PR battle. (See links to some of the articles at the end of this post.)

The paper discusses the use of a dual energy storage system based on batteries and supercapacitors in hybrid electric vehicles (HEV). The battery has a large energy density, enabling an all-electric driving range of 100 km, while the supercapacitor has a large power density and provides peak power during acceleration and regenerative breaking. The paper discusses the benefits and drawbacks of both storage systems and the specific requirements imposed by the hybrid drive train. Coupling such a HEV to the grid allows interaction between grid and HEV, providing the grid with a controllable load. Depending on the communication between the hybrid fleet and the grid, this load can be controlled by adjusting the electricity price in order to allow a higher penetration of intermittent renewable energy sources such as wind parks in the grid and if the communication allows the transmission system operator to reduce the load imposed on the grid by the hybrid fleet, the hybrid fleet can become part of the secondary frequency control reserve. In case of sudden demand or supply fluctuations, the hybrid fleet can assist in primary control of the grid. Due to the dual energy storage system the HEVs can also provide fast load tracking to keep the voltage in microgrids at the desired set point. An experimental setup with a battery, grid coupling and induction machine proves the feasibility of the concept.