June 19th, 2016 § Comments Off on [img] Messy way to charge your car: hope it’s a one-off. § permalink
Typically charges are well tested to get o confirm to well known and relied-upon standards. But the issue I experienced is not with he unit per se, but acceptable plug dimensions.
You see, in my, Twizy charging joy – plug comes straight out the charging port – there is “only one”, as you may say, yet it is sized tad bulkier than what the replaceable plugs you may find, say at the kettle unit. For durability: wear and tear purposes, the charging unit does not support it.
In my case; original twizy plug didn’t plug in all the way, due to the extra bulk on the [particularly] width of the charging plug. This in turn would not let the pod close. This, in turn would not initiate the charging cycle. #fail.Luckily, a fellow EV driver did mention the issue in the past (which went in one ear and out the other with me – sorry) not that it was very helpful at that very point even if I realise what’s pears and what’s apples at time.
Luck has it, my trusty and emergency extension lead. You never know… Sorted the trick. See “after” photos with the White plug. That sorted it.
But it did leave the twizy being on charge in a very peculiar state of “look-like”…a mess.
Anyways, little birdie tells me these charging units (pod point?) are OEL? Will confirm. I also see new simikar(upgraded units being fitted about town, replacing both faulty and other units (which I used in the past without a hiccup) due to a possible support contract re-negotiation with Bollore(Source London)
Live and see. Comments? Leave below or DM. Otherwise do share along.
March 25th, 2015 § Comments Off on Erm, good luck: Southern goes electric – encouraging car park users to plug in while they take the train § permalink
Not that EVDA-UK.org was asked for any feedback on this, or mistakes such as installing lots of charging points at the train station car park did not happen. For now, lets hope for the best and see how this goes;
AS the trend for alternative fuels for cars continues to grow – particularly with electric vehicles – Southern is installing 50 Electric Vehicle Charging Points (EVCPs) in station car parks across the Southern network, including at East Grinstead.
The charging posts, which cost £375,000, are being funded by the Office of Low Emission Vehicles (OLEV) as part of a South East-wide initiative to install more points to connect with the Energise network.
Sales of electric vehicles are on the increase and the provision of EVCPs at stations supports Southern’s strategy to encourage more sustainable travel. » Read the rest of this entry «
November 7th, 2014 § Comments Off on ORNL Solid-State Battery Test: 90% Of Original Capacity After 10,000 Cycles § permalink
Researchers from Oak Ridge National Laboratory recently presented a high-voltage (5V), long-lasting solid-state battery.
According to ORNL, this new cell can achieve an extremely long cycle life of over 10,000 cycles, while retaining more than 90% of its original capacity. Additionally, the Coulombic efficiency is near 100% on the first graph.
Is this the long awaited breakthrough?
“A high-voltage (5V) solid state battery has been demonstrated to have an extremely long cycle life of over 10,000 cycles. For a given size of battery, the energy stored in a battery is proportional to its voltage. Conventional lithium-ion batteries use organic liquid electrolytes that have a maximum operating voltage of 4.3 V. Operating a battery above this limit causes short cycle life and serious safety concerns.”
“This work demonstrates that replacing the conventional liquid electrolyte with a ceramic solid electrolyte of lithium phosphorus oxynitride (Lipon) eliminates the limit of conventional lithium-ion batteries. A model battery of LiNi0.5Mn1.5O4/Lipon/Li has been operated over 10,000 cycles at a charge voltage to 5.1V. The solid state battery retains more than 90% of its original capacity after 10,000 cycles. Such a battery has a cycling lifetime of more than 27 years with a daily charge/discharge cycle, exceeding the lifetime of most devices and even vehicles. This work infuses new life into the existing chemistry of high-voltage lithium batteries.”
Well…maybe, but we don’t see a few important bits of data, which concerns us a little. The energy density value is missing and, on the second graph, we see that efficiency is falling down together with discharge rate.
At 2C rate (30-minute discharge), you can take just half the energy as at C/10 (10-hour discharge), which is not preferable. Old fashion liquid electrolyte lithium-ion batteries are almost as good at higher currents as at low, and we need this to be true of these batteries, especially those in electric cars. 2C is just about 50 kW from ~24 kWh battery pack in Nissan LEAF (which has an 80 kW motor).
Without maintaining efficiency at higher currents, the battery will waste all of the additional energy (if in fact energy density is higher).
Source: ORNL via Gree Car Congress
November 28th, 2013 § Comments Off on AU: Nissan Exec: Reliable 125 Miles Of Range Coming To LEAF By 2016 § permalink
While No Drastic Changes Are Planned For The 2014 MY LEAF, The Same Can Not Be Said For Future Model Years According To Nissan Exec
A lot of things happen at the Frankfurt Auto Show (IAA) this month and a lot was said; but lost in all the hoopla was a Nissan’s exec’s admission that the LEAF would see a range improvement of a reliable 200 km (124.2) miles within the current generational cycle.
» Read the rest of this entry «
September 4th, 2013 § Comments Off on Wait almost over: Audi A3 E-tron in Europe this year, US next year, and Australia later § permalink
News from across the pond: “Before the end of 2013, the Audi A3 E-tron will enter Audi’s production cycle, and will launch in Europe in late 2013 or early 2014. Then in mid-2014, the A3 E-tron makes it over to the US.
Following the US launch of the E-tron, the vehicle will make its way to Australia in preparation for sales there.
Car Advice is reporting that “Audi Australia has placed pricing submissions in with Germany to get the Audi A3 E-tron” into Australia in 2014.
Audi Australia’s managing director, Andrew Doyle, isn’t yet sure of the timing of the Australian launch for the A3 E-tron, but says the delay shouldn’t be much behind the regular A3′s launch.
The A3 E-tron price is set around €38,000 ($49,000 USD) in most of Europe, but it will likely be more expensive in Australia in order to compete with the Holden Volt, which is priced at nearly $60,000 AUD. The Audi A3 E-tron will undercut the Holden Volt slightly.”
April 1st, 2013 § Comments Off on Phinergy’s Recyclable Aluminum-Air Battery Could Power Electric Vehicles for Thousands of Miles § permalink
Range anxiety is a much-discussed concern among drivers—and potential drivers—of electric vehicles, and in attempt to thwart it, automakers are trying to install more EV charging stations, offering free gas-powered rentals for longer trips and, of course, developing batteries with a substantially longer range. Israeli start-up Phinergy believes they might just have the answer: aluminum-air batteries that can go for thousands of miles on a single charge. This alone might sound like it’s on the ambitious side, but the company believes the batteries could be installed in production vehicles as soon as 2017!
Phinergy Alluminium +Air+ Water Power Source
Aluminum-air batteries are nothing new; they create energy through the interaction of oxygen in the air and the metal. An aluminum plate serves as an anode while the ambient oxygen functions as cathode and, as Discovery describes “the aluminum slowly being sacrificed as its molecules combine with oxygen to give off energy.” Phinergy’s current prototype uses a sizable aluminum-air system in the car’s truck to serve as an extender on top of a standard lithium-ion battery. According to Bloomberg, each of the aluminum plates in Phinergy’s prototype has enough capacity to power the car for 20 miles, and the battery holds 50 plates coming in at a weight of 55lbs-while that might sound fairly weighty, it reportedly provides a higher energy density 100 times higher than current lithium-ion EV batteries.
» Read the rest of this entry «
March 6th, 2013 § Comments Off on Are EVs better for the environment? § permalink
Electric drive trains are generally more efficient than combustion engines. Typically petrol and diesel engines utilise 25-30% of the fuel##Q##s energy at best. Recent figures from the RAC (2010) show typical energy use for electric vehicles of 0.6 MJ/km as compared to hybrids (1.2 MJ/km) and diesels (1.7 MJ/km). Some electric vehicles also use ##Q##regenerative braking##Q##, which tops up the battery when the brakes are applied – this can increase vehicle range by as much as 20%.
Electric vehicles are zero-emission at point of use. However, emissions are produced during the generation of electricity, the amount depending on the method of generation. Therefore, the emissions need to be considered on a lifecycle basis so as to include power station emissions.
For CO2 emissions, electric cars charged using average UK ##Q##mains##Q## electricity show a significant reduction – the figures suggest a reduction of around 40% compared to an small petrol car . However, if an electric car is compared with a fuel-efficient diesel car, the lifecycle carbon benefit for an electric car using average ##Q##grid##Q## electricity is around 25% – a smaller but still significant reduction.
Larger carbon reductions are likely as the UK grid continues to ##Q##decarbonise##Q##. Of course, if renewable or ##Q##green tariff##Q## electricity is used, then lifecycle greenhouse gas emissions are effectively zero.
One new impact gaining increasing attention is the energy required to manufacture an EV, which is significantly more than for a conventional vehicle. So far, the studies show that, taken overall, for an average vehicle, the life cycle emissions are still reduced. One recent report by Ricardo (2011) concludes that the life cycle carbon benefit is currently around 20% – this benefit will increase over time as more renewable electricity becomes available.
For regulated emissions, including nitrogen oxides (NOx) and particulates (PMs), electric cars using average ##Q##mains##Q## electricity are increased. However, as these are emitted from power-stations which are well away from urban areas, their overall impact tends to be much less than when emitted from the exhausts of petrol and diesel cars. As is the case with greenhouse gas emissions, if renewable electricity is used, then lifecycle regulated emissions are also virtually eliminated.
While electric vehicles can provide significant climate change benefits, reduce noise pollution, and reduce use of fossil fuels, they can also increase levels of air pollutants leading to higher rates of acidification, and may increase the potential impact on human health in areas where resources (such as lithium) are extracted for battery production. Indeed, the sourcing of lithium remains contentious relating to the level of reserves and the local impacts on human health where lithium is mined.
December 5th, 2012 § Comments Off on Vauxhall Ampera #EV Hybrid (range extender) EV average ~ 158mpg in town § permalink
New independent fuel tests by Which? show that Vauxhall##Q##s new Ampera ##Q##range extender##Q## electric car is very efficient in urban use – but not so good on longer runs.
If the Ampera is used for short-distance journeys, such as commuting, shopping and school runs, it could be very cheap to fuel.
Ampera offers 46-mile range
Vauxhall’s new Ampera electric car has averaged the equivalent of 158mpg in the urban fuel test cycle in independent testing by Which? That’s impressive, but still far off the official EC urban fuel claim of 313.9mpg.
The Ampera works like a regular electric car in that it can be recharged using a domestic electricity supply – a process that takes 4.5 hours – and can then travel up to 46 miles on this charge. At the end of this, its on-board petrol engine starts up to retain charge in the batteries.
- Electric-only mode lasts 46 miles
- Consumption very dependent on journey use
How much electric power or fuel the Ampera uses depends very much on how the car is driven. Essentially it could work well if you use the car predominantly for short journeys, but Which? tests show that a conventional diesel will cost less to fuel in everyday use.
The cost of fully recharging the Ampera is around £1.77 at domestic rates, and a full charge of electricity will take you around 46 miles if the car is driven gently. That cost is about 25% that of fuelling a similar-sized Vauxhall Insignia diesel to do the same 46-mile journey, and equates to 158mpg.
We also tested the Ampera over the first 62 miles of a combined fuel cycle, starting with full battery power, so that it used both electric and petrol power. For the first 46 miles, the Ampera used 12.2kWh of electric power, while for the following 16 miles it used 1.4 litres (0.3 gallons) of unleaded fuel. A conventional car would have to average 103.8mpg to match this.
However, when driving with the battery depleted and the petrol engine running much more, fuel consumption rises dramatically. In this scenario, we measured the equivalent of 70.6mpg in urban use, 51.4mpg extra-urban and 43.5mpg motorway in our tests. The overall tested average is 51.4mpg – worse than many diesel-engined large cars, and way off the official EC figure of 235.4mpg.
Ampera##Q##s real-world CO2 emissions
For short distances, and in electric-only mode, the Ampera emits zero CO2 from its tailpipe. Official EC tests give the Ampera a remarkably low overall CO2 emissions figure of 27g/km. However, according to Which? tests with the car in combined electric/petrol mode (driving 62 miles starting with a full battery), the Ampera actually emits 95g/km of CO2, based on CO2 emitted by electricity generation in the national grid, as well as the car##Q##s own exhaust gases. This figure will be even higher when the car is used regularly for longer distances, when the petrol engine is used more.
Vauxhall##Q##s Ampera is on sale now, priced from £29,999 including the government##Q##s £5,000 electric car discount, with deliveries beginning in May 2012.
How we test fuel consumption
We test fuel economy under strict laboratory conditions, using realistic test cycles to reveal the facts behind the figures.
Unlike the official EC mpg test, we measure economy with both a hot and a cold engine – and include a motorway test cycle. And, when testing electric or part-electric cars like this, we also factor in the CO2 output of the national grid (not just the tailpipe emissions). That##Q##s why our mpg and CO2 results often differ from the figures you see in glossy car ads.