The new batteries must pack more energy into a smaller space, the reason for the flat design. But they also need to be fine-tuned for the power demands of the Volt. To do this, engineers can subtly alter the electrode chemistry, thickness, the type of electrolyte, and other aspects of the battery cell design. The collaboration with GM will give A123 direct access to more lab space and testing equipment that could allow A123 to more quickly sort through many subtle variations on the cell design, says David Vieau, A123's CEO. "You never get enough test capacity for all of the different variations you'd like to be able to consider," says Vieau. "We hope this [agreement] will accelerate the process." Gray says GM hopes to have the batteries in packs within the next couple of months and to have these packs in a generic vehicle platform for testing by the end of the year. The technology could be in a prototype Volt sometime next spring, she says. GM's goal of a production model by 2010 or 2011, Gray says, is an "aggressive target." But the tests they've done so far since announcing the project in January have been encouraging. "We've got no information back that says uh-oh we can't do this," Gray says. The Volt is going to be about the size of a Chevrolet Cobalt, which currently costs between $14,000 and $20,000 depending on the configuration. Rob Peterson, a GM spokesperson, says GM won't "price themselves out of that class" of vehicles with the Volt. He adds that if GM intended the vehicle to have a hefty premium, it would have made the vehicle a Cadillac. "It was a conscious decision to make it a Chevy," he says. The agreement with GM does not mean that A123 will be locked out of doing work with other automakers. The specific cell the two companies develop together will be co-owned--so both companies will have to negotiate for how it might be used, Gray says. That could include putting the pack in cars by other companies, Gray says, since "it's in everyone's interest to achieve economies of scale to drive down battery prices." A123 still retains control over its novel battery chemistry, however. Indeed A123 has had discussions with other automakers and its batteries are set to be used in hybrid buses starting in 2008. |
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An Electrifying Startup
04/22/2008
Comments
Jochen on 08/13/2007 at 3:24 AM
2
tsaidak on 08/13/2007 at 8:43 AM
4
Why would I want to swap out packs at a 40 mile range when I could recharge at home or at work in undere 5 hrs using a 110v line? Also, swapping out the packs would be labor intensive compared to pumping gasoline, and actually drive up the cost per mile quite a bit.
jpdemers on 08/13/2007 at 11:57 AM
29
An interesting option, if the battery pack indeed weighs only 100 lb, would be to double up the batteries. Increasing the range, while adding less than the weight of an adult passenger, might be worth the added expense to many potential customers.
Gaetano Marano on 08/14/2007 at 11:39 AM
55
I agree with the "battery swap" since already suggested in my July 23, 2007 "cellphoneCAR" article:
http://www.gaetanomarano.it/articles/033cellphoneCAR.html
and also posted comment in this Technology Review article:
http://www.technologyreview.com/Biztech/19085/
it's a great idea to solve the main electric cars' problem: the (4+ hours) too long
recharge time
.
Jochen on 08/21/2007 at 5:38 AM
2
advill on 08/13/2007 at 5:37 AM
11
Are already in production with Valence, the SAPHION Li-Ph. line has standard lead-acid sizes.
I don´t know how this A123 people is going to avoid the 200 patents Valence has in the process...
asdar on 08/13/2007 at 9:49 AM
60
advill on 08/14/2007 at 9:12 AM
11
asdar on 08/13/2007 at 9:54 AM
60
Quote:
"The agreement with GM does not mean that A123 will be locked out of doing work with other automakers. The specific cell the two companies develop together will be co-owned--so both companies will have to negotiate for how it might be used, Gray says. That could include putting the pack in cars by other companies, Gray says, since "it's in everyone's interest to achieve economies of scale to drive down battery prices." A123 still retains control over its novel battery chemistry, however. Indeed A123 has had discussions with other automakers and its batteries are set to be used in hybrid buses starting in 2008."
End Quote:
First off it says that A123 is free to deal with who they want, but then comes the line that makes me nervous.
"The specific cell the two companies develop together will be co-owned--so both companies will have to negotiate for how it might be used, Gray says."
Negotiation rights sounds an awful lot like control to me.
I don't mind the idea of GM owning the tech, if they use it. I'm getting NiMh flashbacks from that line.
I hope that the Volt, and A123 are on the road soon.
cripdyke on 08/13/2007 at 4:54 PM
9
EHL68 on 08/20/2007 at 2:59 AM
1
Quote--
"...electrode chemistry, thickness, the type of electrolyte, and other aspects of the battery cell design..."
--End Quote
In truth though, it will likely come down to which side can produce documents on key developments toward the final product, and which side has the better patent lawyers!
Good luck, A123! And to GM--I'm truly looking forward to a Volt as my next car, should it arrive at the 2010 or -11 model year!