Tesla has married the battery pack

Tesla has married the battery pack

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The bulky battery pack in the Roadster limited the car to two seats with little storage room. For the Model S, a much larger car that seats five adults, Tesla has married the battery pack to the structure of the car, a design that makes the vehicle more aerodynamic.

Santa Monica-based Coda Automotive, whose all-electric Coda sedan should launch in California this year, has also incorporated the battery into the structural design of the car. CODA’s 34 kWh battery pack, with an expected range of 90 to 120 miles, is between the rear wheels and the front axle. Coda has not finalized the battery warranty, but it is expected to be at least eight years or 100,000 miles.

“Range is important,” said Phil Gow, Coda’s vice president of battery as Apple iBook G3 14-inch Adapter, Apple White 12-inch Adapter, Apple MacBook 13-inch Adapter, Apple MacBook Pro 15-inch Adapter, Apple PowerBook 1400 Adapter, Apple M8243 Adapter, Apple M8942 Adapter, Apple A1021 Adapter, Apple A1184 Adapter, Apple 611-0186 Adapter
systems. “But life is important, too. If you have to replace the battery, that’s a significant cost. We wanted to design a car where the battery lasted the life of the vehicle. We have a large battery with a lot of range. Our biggest constraint is cost.”

The basic guts of a battery include a negatively charged anode, a positively charged cathode and the electrolyte. When a battery is fully charged, the lithium ions are concentrated in the anode. As the battery discharges, the ions flow to the cathode and current flows through the electric circuit, releasing energy.

The most commercially popular anode material is graphite; cathodes are usually made of a lithium compound, such as lithium iron phosphate. Many startups are experimenting with battery chemistry and using various materials for the anode or cathode or both.

While there’s talk in the industry of moving “beyond lithium” and using new materials, many expect lithium-ion batteries to remain dominant in the coming decades.

“Everyone is moving rapidly up the technology curve,” said Jim Dunlay, Tesla’s vice president for powertrain hardware engineering. “Lithium-ion is still on a strong trajectory; it hasn’t peaked. We are using better cells, and we’ve learned how to package them more densely together. But it’s not just about building a better battery. A better battery means we have a better car.”

The Obama administration has poured $2.4 billion into electric-vehicle batteries and charging infrastructure in hopes of improving energy density, bringing down costs and creating jobs. Tesla, Nissan and Fisker Automotive have been awarded loans to establish manufacturing facilities, and several other companies were awarded federal ARPA-E grants, which support high-risk, high-reward energy research. PolyPlus received a $5 million ARPA-E grant for its work on a rechargeable lithium-air battery.

“Some of the best minds in the country are now working in this area,” said David Sandalow, the Department of Energy’s assistant secretary for policy and international affairs. “When you combine intellectual capital and financial resources, that’s what happens. It’s a dynamic space to be in.”

Illinois, Massachusetts and Michigan are centers of advanced battery research, and the Bay Area has also emerged as a major player: Tesla Motors will build the Model S at its Fremont factory, and several startups have been spun out of the Berkeley lab and Stanford University.

Many battery startups remain in “stealth” mode and have yet to discuss their technology in depth. But they are attracting venture capital funding.