Saft introduces 10 kWh/ 10 kW stationary Li-ion storage system for high-end residential and small commercial installations

Saft has introduced the Intensium Home 10M lithium-ion energy storage system, designed for high-end residential and small commercial solar PV installations. The 10M unit expands Saft’s Intensium stationary storage lineup, ranging from the residential Intensium Home 4M (4 kWh / 7 kW) unit to Intensium Smart (50 kWh / 100 kW) for tertiary and agricultural buildings.

Containerized Intensium Max systems provide megawatt solutions for diesel hybrid and large PV plants.

In a new partnership with KACO new energy GmbH, one of Germany’s leading inverter brands, Saft is offering the Intensium Home 10M alongside KACO’s new three-phase inverter. The Saft and KACO package creates a solution for the growing number of home and commercial “prosumers” (producers and consumers).

The new Intensium Home 10M 240 V system comprises five Li-ion modules to provide both high power capability, rated at 10 kW, with 10 kWh energy storage in a cabinet. This high power Li-ion system works in partnership with KACO new energy’s blueplanet gridsave 14.0 TL3 inverter in installations up to 30 kW. Prosumers will be able to follow their system’s performance on their smartphone.

The combination of Saft’s Li-ion energy storage and KACO new energy’s inverter offers advanced energy management with the capability to operate as part of swarm-type schemes. These swarms offer the possibility of aggregating several decentralized energy storage installations to improve grid stability by helping balance supply and demand, as well as offering financially attractive ancillary services to grid operators such as frequency control.

The smart energy management system enables remote control of the storage device via Internet or other communication interfaces, for example to switch from self-consumption to frequency regulation.

Swarm applications together with self-consumption, are set to play a key role in Germany’s energy transition—the “Energiewende”. Self-consumption, rather than feeding excess solar energy into the grid, is particularly attractive to the growing number of prosumers who are keen to take an active role in managing their energy production and usage.

In Germany in 2020, 29% of residential electricity demand and 18% of commercial electricity demand could be met by self-produced photovoltaic power, according to GTAI (Germany Trade & Invest).

U.S. Army Considering Diesel-Electric Hummer Replacement - VIDEO

While some Republican lawmakers may not understand the need for weaning the military off of fossil fuels, generals and engineers get the volatile nature of this finite fuel. This has every branch of the military exploring ways to replace or conserve fuel whenever possible, and the U.S. Army is considering a “lightweight” hybrid truck to replace the Humvee in combat operations.

I put lightweight in quotations because, tipping the scales at a hefty 14,000 pounds, the Army’s Ultra Light Vehicle doesn’t sound so light. But compared to big bruisers like the MRAP, which weighs more than 58,000 pounds, the ULV is a downright featherweight. Developed by the U.S. Army Tank Research Development and Engineering Center (TARDEC), the ULV also boasts a diesel-electric hybrid drivetrain that allows the ULV to better serve and protect its passengers.

The ULV can be run on EV power alone, allowing for “stealth” missions where a loud diesel engine could give away soldiers’ positions. With a pair of electric motors driving the rear wheels and the diesel engine powering the front, the ULV also eliminates the need for a driveshaft and transmission tunnel.

This flat-bottom design allows for a better explosive-resistant crushable floor, while high-strength steels and composite materials keep the curb weight comparatively light. The on-board battery pack and diesel engine can also combine to be used as a portable, armored generator. Similar ideas have been proposed for other military hybrids, including the SAFT hybrid APC. Each ULV would cost about $250,000, though so far just 3 prototypes have been built.

While fuel economy wasn’t mentioned, the Army considers anything getting more than 6 mpg downright frugal, and the ULV might even break into the double digits. With the military spending as much as $400 a gallon to get fuel to remote outposts, and needing to send constant convoys on dangerous resupply missions using even more fuel, it becomes a snake-eating-its-tail scenario.

But efforts by the researchers to employ more alternative-energy and fuel-saving projects in combat theaters should lead to a leaner, meaner, and more self-sufficient military. Eventually, much of that technology could filter down to the consumer level, much the same way GPS devices and drones have become more commonplace.

Source: TARDEC

Saft begins deliveries of first lithium-ion batteries produced by new Jacksonville plant

Saft has just started shipping the first Li-ion cells to roll off the production lines at its advanced automated lithium-ion battery factory, in Jacksonville, Florida. The first deliveries from Jacksonville have included hundreds of cells for battery assembly for European customers.

Starting volume industrial-scale deliveries to customers from the Jacksonville plant opened in September this year confirms the sound foundations we have put in place, both in terms of the advanced production technology we have implemented and the team of people we brought together to run it. We are now ramping up production to the volume of cells a year we need to address the constantly growing demand worldwide from customers who require reliable, high performance energy storage solutions.

Our flexible production lines are geared-up to build multi new generation Li-ion technologies to address energy storage markets but also a much broader range of applications including broadband backup power, transportation and defense.

—Dan Miller, Jacksonville operations manager

The 235,000-square-foot facility, which will employ 300 people once completely invested, was partly financed by a $95.5 million federal grant from the Department of Energy (DOE) under the American Recovery and Reinvestment Act (ARRA). Saft also received incentives from the state of Florida and the city of Jacksonville.

Source: Green Car Congress

Johnson Controls files petition to dissolve Li-ion battery JV with Saft

Johnson Controls, Inc. (JCI) has filed a petition with the Delaware Court of Chancery to dissolve Johnson Controls-Saft Advanced Power Solutions LLC (JCS), the automotive Li-ion battery joint venture between Johnson Controls and Saft. The filing is under the Dispute Resolution Provisions set forth in the Johnson Controls-Saft LLC Operating Agreement signed in January 2006.

JCI has advised Saft that the dispute is based on a wish to expand the scope of JCS beyond the limits set within the 2006 Agreement. Saft has advised JCI that it intends to oppose this filing as it sees no legitimate grounds for the dissolution.

Neither Johnson Controls-Saft, nor any of its subsidiaries, are an active party to the legal action. This matter arises out of a disagreement between Johnson Controls and Saft about the future direction of the joint venture; the filing does not affect Johnson Controls-Saft’s current contracts, production orders or program launches.

The joint venture was formed in 2006 to develop and manufacture lithium-ion automotive battery solutions. Johnson Controls says that it believes that as vehicle power train technologies continue to evolve and new markets emerge for advanced batteries, it must have access to multiple alternative technologies and be able to flexibly participate more broadly across the energy storage space.

Johnson Controls and Saft have a fundamental disagreement about the future direction and appropriate scope of the joint venture. The industry is evolving rapidly and the investments needed to achieve market leadership require us to do more than the joint venture has done or can do. This action reaffirms our strategic commitment to the advanced battery industry.

—Alex Molinaroli, president, Johnson Controls Power Solutions

Saft says that it has confidence in the strategy, the technological positioning, the management and employees of JCS and sees a profitable future for the venture as outlined in the current Business Plan. Saft further argues that JCS has become an important player in the automotive HEV/PHEV/EV market and has won a number of significant production contracts with major clients.

Saft says it has made a number of proposals to try to reach a compromise agreement with JCI and avoid any legal procedure. Although these proposals have been rejected by JCI, says Saft, it remains open to reaching a settlement that avoids protracted legal action.

Saft says that while it could consider some adjustments in the scope of the JV, it would not be in its strategic interest to address through JCS certain lithium-ion markets where Saft is already strongly positioned and enjoys a rapid development.

The Delaware Court of Chancery is a non-jury trial court that serves as Delaware’s court of original and exclusive equity jurisdiction, and adjudicates a wide variety of cases involving trusts, real property, guardianships, civil rights, and commercial litigation.

Source: Green Car Congress

Saft Develops New Lithium Ion Modules For Puegeot e-Vivacity electric Scooter

Saft has developed new modules of lithium-ion batteries for Peugeot’ latest scooter, the e-Vivacity.

By integrating two Saft lithium-ion battery modules each developing 1 kWh, Peugeot Scooters has been able to provide its latest model with total power of 3 kW at 6,000rpm and 60 km (37 miles) of range assuming a constant speed of 45 km/h (30 mph). After equipping the 3,000 first generation Peugeot electric scooters, the new Saft batteries take up less than half the space, and weigh less than half as much as their predecessors.

The batteries can be fully recharged at least 1,000 times without any deterioration in their performance. They have been designed to last at least ten years and allow the e-Vivacity to clock up 40,000 km (25,000 miles) and reach the same top speed as equivalent two-wheel vehicles equipped with 50 cm³ combustion engines.

The battery modules designed and manufactured by Saft are equipped with an electronic battery management system developed using the international IEC 61508 standard risk reduction procedure and thereby ensuring an optimal level of safety for the battery system.

A complete recharge requires between five and eight hours depending on whether the vehicle is equipped with one or two chargers; if with two, then 80% of the full charge can be obtained in just three hours. Partial charges do not affect the batteries’ useful life.

Source: Green Car Congress

Ford to Join Forces With Johnson Controls-Saft to Supply Batteries for PHEV's

The Ford Escape PHEV


What do you know? More good news for our day. The Ford Motor Company officially announced its partnership with Johnson Controls-Saft to develop lithium ion batteries for its upcoming plug-in hybrid electric (PHEV) vehicle. This is great news indeed as I believe Johnson Controls makes an excellent product and this alliance will prove fruitful.

Indeed, Ford is already using JCS batteries in their fleet of Ford Escape PHEV's. Ford launched a test fleet with various electric companies across the nation in order to garner real world data on the performance and characteristics of the plug-in hybrid Escape. Unfortunately, Ford has no plans to offer a PHEV Escape in the future. This is a shame as the vehicle can obtain over 100 mpg when using mostly battery power (which can last up to 30 miles). The Ford Escape PHEV is precisely the alternate energy vehicle that can make a profound impact on our use of foreign oil.

Ford plans to offer a battery electric vehicle (BEV) commercial use van in 2010, a BEV small sedan in 2011 and the aforementioned PHEV in 2012. The question is, "Why can't Ford offer the PHEV Escape in 2010?" Can you think of any reason that prevents this?

From Green Car Congress:

"Ford has into a partnership with Johnson Controls-Saft (JCS) to develop advanced lithium-ion battery system to power Ford’s first production plug-in hybrid electric vehicles (PHEV) beginning in 2012. Also, seven regional electric utility partners are joining Ford and the Electric Power Research Institute (EPRI) to conduct real-world tests on an expanding fleet of Ford Escape PHEVs.

Ford says partnerships will help it accelerate its electrification strategy, including bringing a full battery electric vehicle (BEV) van to market in 2010 for commercial use, a small BEV sedan developed jointly with Magna International—unveiled at the North American International Auto Show in Detroit in January—by 2011 (earlier post) and a PHEV by 2012.

The lithium-ion battery system that Johnson Controls-Saft is designing and manufacturing for Ford include cells, mechanical, electrical, electronic and thermal components. Initially the cells will be produced at the supplier’s production facility in France, but the system will be assembled in the United States. The five-year supply agreement includes delivery for committed production in 2012 with a target of at least 5,000 units per year.

Ford’s current demonstration fleet of Escape plug-in hybrid electric vehicles (PHEV) is using JCS Li-ion packs. The first PHEV research prototype used a JCS 10 kWh lithium-ion battery pack based off a 41 Ah cylindrical cell. Ford and JCS developed the plug-in pack together. The PHEV uses a blended operating strategy, and delivers an equivalent 30-mile all-electric range, according to Ford. (Earlier post.)

Ford is providing Escape PHEVs for real world road testing to its new research and utility partners around the country, including:

• New York Power Authority
• Consolidated Edison of New York
• American Electric Power of Columbus, Ohio
• Alabama Power of Birmingham, Ala.; and its parent, Atlanta-based Southern Company
• Progress Energy of Raleigh, N.C.
• DTE Energy of Detroit
• National Grid of Waltham, Mass.
• New York State Energy and Research Development Authority, a state agency.

Ford formed its first utility partnership with Southern California Edison in 2007. (Earlier post.)

EPRI, which is providing financial and logistical support for extensive new studies, formed the collaboration of utilities for the program. This allows EPRI and Ford, which first entered into a three-year agreement in March, to study regional differences and the impact on the electric grid as well as the vehicles.

The data mined from these field tests will provide crucial information that will help us continue to make advances in battery technology, vehicle systems and customer usage. This technical information will lead to PHEV standards that will ultimately help automakers and utilities develop an efficient, convenient infrastructure and a seamless interface between the road and the power grid.

—Arshad Mansoor, EPRI vice president of Power Delivery and Utilization

The research into PHEVs focuses on four primary areas: battery technology, vehicle systems, customer usage, and grid infrastructure. The companies also will explore the potential for stationary battery application and the value of energy storage.

Ford was the first automotive manufacturer to partner with the utility industry in a shared effort to understand all of the issues related to PHEV technology and its interconnectivity with the electric grid.

We are at the point where we need to work with the battery supply base, the utility industry and the government in order to find ways to make electrified vehicles an affordable proposition for consumers. Plug-in hybrids hold great promise, but do still face significant obstacles to commercialization.

—Sue Cischke, Ford group vice president, Sustainability, Environment and Safety Engineering

The demonstration Ford Escape PHEV uses common household current (120V) for charging, with a full charge of the battery completed within six to eight hours. When driven on surface streets for the first 30 miles following a full charge, the Ford Escape PHEV can achieve up to 120 mpg—roughly 4.5 times its traditional gas internal combustion engine-powered counterpart.

A fully charged Ford Escape PHEV operates in two modes, electric drive and blended electric/engine drive. It is not range-limited by the amount of charge available in the high-voltage lithium-ion battery. Once the charge in the battery has been depleted, the vehicle continues to operate as a fuel-efficient, standard Ford Escape Hybrid."