RWE Effizienz GmbH; Renault Deutschland AG; the automotive engineering research company

Forschungsgesellschaft Kraftfahrwesen mbH Aachen (fka); and the Institut für Hochspannungstechnik (High-Voltage Engineering Institute) of RWTH Aachen University will participate in the “E-mobility in commuter traffic” development project for the Rhine-Ruhr Model Region. Coordination is carried out by the project control center, EnergieAgentur.NRW.

The goal of this joint project is to integrate electric mobility into the everyday commuter traffic

along the urban nexus of the A40 motorway. With the focus on the towns of Mülheim, Essen

and Dortmund, RWE is to construct a comprehensive charging infrastructure by mid-2011. In

addition, data will be collected to enable the development of marketable products such as

GPS devices with a clear charging station overview and route planning. The project

participants hope in this way to drive forward the necessary research and development to

facilitate the introduction of electric mobility.

The vehicle fleet consists of 40 Renault pre-production electric vehicles along with 110

converted electric cars that RWE is providing as lease vehicles. Renault is providing models

of the Kangoo Express Z.E. utility vehicle and the Fluence Z.E. mid-range family sedan,

which is already due for production launch in Europe in 2011, once the project is over. Both

models are already capable for market launch of a range of 160 km, and the choice may be

made between standard charging and quick charging. In addition, with the Fluence Z.E.

empty batteries can be exchanged entirely automatically in just a few minutes for a fully-charged

one using the Quick-Drop system.

The RWE lease vehicles, based on the Fiat 500 and Karabag 500 E, are equipped

with the lithium-ion batteries. Models based on the Fiat Fiorino are also

being used.

On the research side, the project is to be intensively monitored, examined and evaluated.

The BMVBS Electric Mobility in the Model Regions Program is implemented by NOW GmbH

(Nationale Organisation Wasserstoff- and Brennstoffzellentechnologie – the National

Hydrogen and Fuel Cell Technology Organisation).

The German Federal Ministry for Traffic,

Construction and Urban Development (Bundesministerium für Verkehr, Bau und

Stadtentwicklung – BMVBS) supports this particular project, as part of the Electric Mobility for

the Model Regions Program, to the tune of approximately €7 million (US$9.6 million).

Under the hood of the F-150 REEP. Click to enlarge.

Michigan-based electric powertrain company ALTe LLC (earlier post) revealed its demonstrator Ford F-150 range-extended electric vehicle conversion at the 2010 National Truck Equipment Association (NTEA) Work Truck Show and Green Truck Summit. ALTe is developing light- and medium-duty series plug-in hybrid electric vehicle powertrain systems—initially as conversions, but ultimately extending to an OEM basis.

Production-intent specs for the powertrain in the F-150 REEP (range-extended electric powertrain) include a Ford 2.0L, 4-cylinder normally aspirated gasoline engine powering an 82 kW (peak) Remy DC generator. Two 82 kW (peak) Remy DC drive motors running at 320V deliver 400 N·m (295 lb-ft) max torque, while a 25 kWh battery pack using Li-ion manganese oxide polymer cells provides the energy storage.

The battery pack was assembled into a saddlebag configuration under the truck bed. The F-150 REEP offers a total range of 469 miles (755 kilometers), with a 52-mile (84-kilometer) all-electric range. Fuel economy in charge sustaining mode is 32 mpg US (7.35 L/100km).

The entire range-extended electric system adds approximately 200 lbs (91 kg) to the net vehicle weight, says ALTe CEO John Thomas, adding that the F-150 REEP equals or exceeds the performance of the 4.6L V8 Ford powertrain originally installed in the vehicle. The converted pickup has a towing capacity of 6,500 lbs (2,948 kg).

Elements of the ALTe powertrain, and the powertrain in the chassis. Click to enlarge.

In terms of business prospects, Thomas says that ALTe is in discussions with several major OEMs at the Chairman and CEO level as a result of introductions by ALTe Board members Tom LaSorda (former Chrysler Group President and CEO) and Steven Landry (former Chrysler EVP of North American Sales and Marketing and Global Service and Parts). The company is also in discussions with a major retail chain that is interested in becoming ALTe’s nationwide installation center partner, according to Thomas.

At the end of the day, we might be the firm that offers Freightliner, other OEMs and their customers the REEP solution to compliment the current BEV product offerings in the field.

—John Thomas

(Freightliner Custom Chassis Corporation (FCCC) presented the preproduction plug-in all-electric walk-in van (WIV) chassis at the NTEA show. Earlier post.)

Sketch of the Sn/C/CGPE/ Li2S/C polymer battery. The battery is formed by a Sn/C composite anode, a PEO-based gel polymer electrolyte, and a Li2S/C cathode. PEO=poly(ethylene oxide). Credit: Hassoun and Scrosati. Click to enlarge.

Researchers at the Università degli Studi di Roma La Sapienza have developed a novel polymer tin sulfur lithium-ion battery that takes advantage of the high theoretical specific energy and energy density of the lithium-sulfur battery chemistry (2,500 Wh kg^-1 and 2,800 Wh L^-1 respectively, earlier post), while avoiding the shortcomings that have hindered commercialization of this type chemistry.

Rather than taking the more conventional approach of using a sulfur cathode and a lithium metal anode, Jusef Hassoun and Bruno Scrosati have developed a lithium-metal-free battery, using a carbon lithium sulfide composite as the cathode and a tin carbon composite anode. In a paper published online 28 February in the journal Angewandte Chemie International Edition, they report demonstrating a specific energy of the cell on the order of 1,100 Wh kg^-1.

Lithium-sulfur cells are based on the electrochemical reaction:

16Li + S₈  8Li₂S

While Li-ion batteries use a process called intercalation to store lithium ions by inserting the ions between molecules in the electrode, lithium-sulfur batteries rely on a multi-step redox reaction with sulfur that results in a number of stable intermediate sulfide ions. This storage process, in theory, reduces limitations of electrode structure—thus enabling higher capacity in similar volumes.

In the conventional approach, at the negative electrode lithium is dissolved into solution on discharge and plated out on charge. The solubility of the intermediate sulfide ions depends on the solvent used in the electrolyte, and the voltage vs. discharge capacity profile of the cell thus depends on the solvents used.

The practical development of the lithium–sulfur battery

has been hindered to date by a series of shortcomings. A major hurdle is the high solubility in the organic electrolyte of the polysulfides Li₂S_x (1≤x≤8) that form as intermediates

during both charge and discharge processes. This high solubility results in a loss of active mass, which is reflected in a low utilization of the sulfur cathode and in a severe capacity decay upon cycling. The dissolved polysulfide anions, by migration through the electrolyte, may reach the lithium metal anode, where they react to form insoluble products on its surface; this process also negatively impacts the battery

operation.

…The key challenge is then to totally renew the chemistry of

this battery such as to achieve an advanced configuration that

can consistently provide high capacity, a long cycle life, and

safe operation. Herein, we report an example of a lithium metal-

free new battery version and demonstrate that, to a large extent, it can effectively meet these targets. In contrast to most of the Li–S batteries proposed to date, which are fabricated in the “charged” state, that is, using a carbon–sulfur composite cathode that necessarily requires a lithium metal

counter electrode (anode) to assure the 16Li+S₈→8Li₂S

discharge process, we propose to fabricate the battery in the “discharged” state by using a carbon lithium sulfide composite as the cathode.

—Hassoun and Scrosati

Hassoun and Scrosati also replaced the common liquid organic solutions with a gel-type polymer

membrane. Since the lithium ions necessary to drive the electrochemical

process are provided by the Li₂S/C cathode, any material capable of accepting and releasing lithium ions can be chosen as anode to replace lithium metal, they said. They chose a tin/carbon nanocomposite, Sn/C 1:1 in weight. The specific capacity of the improved Sn/C electrode matches that

of the Li₂S/C electrode, and Sn/C has high chemical stability.

The electrochemical process is basically the conversion of lithium sulfide into sulfur with the release of lithium ions: 2.2Li₂S/C→2.2S+C+4.4Li⁺+4.4e^-. The lithium ions travel through the electrolyte to reach the anode where

they form an alloy with the tin metal: 4.4Li⁺+Sn/C+

4.4e^-→Li4.4Sn+C. The total process is the reversible reaction

of the lithium–tin alloy with elemental sulfur to form tin

metal and lithium sulfide.

…The reported results show that this innovation is effective in controlling most of the issues that have, to date, prevented practical exploitation of the lithium–sulfur electrochemical

system and give rise to a novel tin–lithium sulfide battery that provides a specific energy on the order of

1100 Wh kg^-1, a value not previously achieved for a lithium metal-free battery.

—Hassoun and Scrosati

The team notes that “the road to a practical lithium–sulfur battery is still long”; optimization of the electrode morphology and cell structure are needed to further improve the cycle life and the rate capability.

Resources

• Jusef Hassoun and Bruno Scrosati (2010) A High-Performance Polymer Tin Sulfur Lithium Ion Battery. Angew. Chem. Int. Ed. 49, 1 – 5 doi: 10.1002/anie.200907324

• J. Hassoun, A. Fernicola, M.A. Navarra and B. Scrosati (2010) Advanced lithium-ion batteries based on a nanostructured Sn-C anode and an electrochemically stable LiTFSi-Py₂₄TFSI ionic liquid electrolyte

  J Power Sources 195, 574 – 579 doi: 10.1016/j.jpowsour.2009.07.046

Devon Energy Corporation has entered into agreements to sell all of its assets in the deepwater Gulf of Mexico, Brazil and Azerbaijan to BP for $7.0 billion in cash. In addition, BP will assume Devon’s leases of the Seadrill West Sirius and Transocean Deepwater Discovery drilling rigs for the duration of the contract terms. Devon and BP will also form a heavy oil joint venture to develop BP’s Kirby oil sands leases in Alberta, Canada.

In order to facilitate the oil sands joint venture, Devon will acquire 50% of BP’s interest in the Kirby oil sands leases. Devon will pay BP $500 million at closing and commit to fund an additional $150 million of capital costs on BP’s behalf. The undeveloped Kirby oil sands leases are in the south east of the Athabasca region of Alberta, close to the Devon-operated Jackfish development, which started production in 2007.

Like Jackfish, the Kirby oil sands are suitable for in situ development using steam-assisted gravity drainage (SAGD). BP and Devon have agreed an initial appraisal program to assess the significant potential of the Kirby acreage and to establish a long-term development plan. In addition to forming the joint venture, BP and Devon have agreed to enter into a long-term heavy crude off-take agreement for production from the Kirby development as well as a portion of the production from some of Devon’s other oil sands assets.

BP is currently undertaking a major investment programme at its Whiting, Indiana, refinery, significantly increasing its capacity to process heavy crudes such as Canadian heavy oil. The Whiting upgrade is planned to come on-stream in 2012.

This strategic opportunity fits well with BP’s operating strengths and key interests around the world, offering us significant additional long-term growth potential with an emphasis on high-margin oil. As well as giving us a broad portfolio of assets in the exciting Brazilian deepwater, it will strengthen our position in the Gulf of Mexico, enhance our interests in Azerbaijan and enable us to progress the development of Canadian assets.

—BP group chief executive Tony Hayward

The deal will give BP a diverse and broad deepwater exploration acreage position offshore Brazil with interests in eight licence blocks in the Campos and Camamu-Almada basins, in water depths ranging from 330 to 9,100 feet (100-2,780 meters), as well as two onshore licences in the Parnaiba basin. The Campos basin blocks include three discoveries—Xerelete, pre-salt Wahoo and Itaipu—and the producing Polvo field.

In the US Gulf of Mexico deepwater, BP will gain a portfolio with interests in some 240 leases, with a particular focus on the emerging Paleogene play in the ultra-deepwater. The addition of Devon’s 30 per cent interest in the major Paleogene discovery Kaskida will give BP a 100% interest in the project. The assets also include interests in four producing oil fields: Zia, Magnolia, Merganser, and Nansen. In Azerbaijan, acquisition of Devon’s 5.63% stake in the ACG development will increase BP’s operating interest in the fields to 39.77%

On 16 November 2009, Devon announced plans to divest its Gulf of Mexico and international assets to allow the company to focus on its North American onshore assets. The divestiture proceeds will be allocated between the acceleration of development of Devon’s North American onshore properties and debt reduction.

The company has now announced the sale of the majority of the divestiture assets, and data rooms for the remaining divestiture properties in the Gulf of Mexico shelf, offshore China, and other minor international assets are currently open. Devon expects the closings of all divestitures to be completed prior to year-end.

Devon Energy Corporation is an Oklahoma City-based independent energy company engaged in oil and gas exploration and production.

Chemists from Emory University and the Paris Institute of Molecular Chemistry have developed a stable and fast homogeneous water oxidation catalyst (WOC), considered a crucial component for generating hydrogen using only water and sunlight, that is easily prepared from readily available salts and oxides of earth abundant elements. A paper on their work was published online 11 March in the journal Science.

A viable abiological water splitting system—i.e., artificial photosynthesis—requires breakthroughs in selectivity, speed and stability of all three primary components: the sensitizer for light absorption, a catalyst to oxidize water to oxygen and a catalyst to reduce water to hydrogen.

Developing a viable water oxidation catalyst (WOC) has

proven particularly challenging. An effective WOC must be fast, capable of water oxidation at a potential minimally above the thermodynamic value (H₂O→O₂ + 4H⁺ + 4e^-;

1.229–0.059 ~pH at 25 °C), and, critically, stable to air, water

and heat (oxidative, hydrolytic, and thermal stability). There

are many research groups working on heterogeneous and

homogeneous WOCs.

Heterogeneous WOCs generally have the advantages of low cost, ease of interface with electrode systems, and critically, oxidative stability, but they are harder to study and thus optimize than homogeneous catalysts and they tend to deactivate by surface poisoning or aggregation.

—Yin et al.

However, the authors note, nearly all homogeneous catalysts contain organic ligands that are thermodynamically unstable with respect to oxidative degradation. As a result, all homogenous WOCs with organic ligands reported to date are oxidatively deactivated.

Two years ago, Emory inorganic chemist Craig Hill, whose lab led the effort on the new WOC, and collaborators developed the first prototype of a stable, homogenous WOC that was free of carbon-based ligands, and which also worked faster than others known at the time. The prototype, however, was based on ruthenium, a relatively rare and expensive element.

Building on that work, the researchers began experimenting with the cheaper and more abundant element cobalt. The new cobalt-based WOC has proved even faster than the ruthenium version for light-driven water oxidation.

…the complex…is a hydrolytically and

oxidatively stable homogeneous water oxidation catalyst

that self assembles in water from salts of earth abundant

elements (Co, W and P). With [Ru(bpy)₃]³⁺ (bpy = 2,2’-

bipyridine) as the oxidant, we observe catalytic turnover

frequencies for O₂ production ≥5 s^-1 at pH 8. The rate’s

pH sensitivity reflects the pH dependence of the 4-electron

H₂O/O₂ couple. Extensive spectroscopic, electrochemical,

and inhibition studies firmly indicate that [the complex] is stable

under catalytic turnover conditions: neither hydrated cobalt ions nor cobalt hydroxide/oxide particles form in situ.

—Yin et al.

The WOC research is a component of the Emory Bio-inspired Renewable Energy Center, which aims to mimic natural processes such as photosynthesis to generate clean fuel. The next step involves incorporating the WOC into a solar-driven, water-splitting system.

Resources

• Qiushi Yin, Jeffrey Miles Tan, Claire Besson, Yurii V. Geletii, Djamaladdin G. Musaev, Aleksey E. Kuznetsov, Zhen Luo, Ken I. Hardcastle, and Craig L. Hill (2010) A Fast Soluble Carbon-Free Molecular Water Oxidation Catalyst Based on Abundant Metals. Science doi: 10.1126/science.1185372

Gallery: TAG Heuer Tesla Roadster