Toshiba's SCiB Li-Ion Headed To Start/Stop System

[xcel]

Used in the iMiEV and Fit BEVs and now for the first time for Start/Stop in the Japanese Suzuki R6 Wagon.

Wayne Gerdes - CleanMPG - Sept. 8, 2012

Toshiba’s SCiB (Super Charge ion Battery) for the Industrial market. Basic capabilities include the ability to recharge to 90% of maximum capacity in less than five minutes while providing a 10 year lifespan even at high C-Rates.

The latest in Toshiba’s battery technology includes a new negative electrode material; new separators, new electrolyte, and new manufacturing technology.

Li-Ion for more basic Start/Stop Systems

Toshiba announced that its SCiB Li-Ion will soon be an integral part of Suzuki’s NE-CHARGE regenerative braking system introduced in the Wagon R and Wagon R Stingray "kei" cars.

Toshiba's SCiB uses battery anode made of Lithium titanate oxide that can charge and discharge rapidly while maintaining longevity in wide range of environments. In extremely cold conditions the SCiB cell is less likely to experience lithium metal deposition, which increases the risk of internal short circuiting and battery degradation.

The 3Ah SCiB battery for the Wagon R series, offers high power with a compact cell size; as much as 6,000W/liter at 25 degrees Celsius and 1,400W/liter at -10 degrees Celsius at 50% SoC.The cell surpasses other batteries in its ability to charge the large output of electricity generated by regenerative braking system, which is used to power on-board electronics.

The SCiB and the lead battery can be harmonized in the same system without any need for a voltage transformer, reducing the parts count and cost.

This last statement sounds as if the Toshiba Cells are being used as intermediary high current storage devices with a std. Pb-Acid 12V maintaining ancillaries that will drop out when the Li-Ion has sufficient charge to supply all 12V function needs?

Toshiba said it will continue to promote the use of its SCiB cells in stationary power storage device, to control frequency fluctuation in smart grids as well as BEV/PHEV and even conventionally powered automobiles with basic start/stop systems.

[Mendel Leisk]

"C-Rates" equals "charging rates"? I guess.

[ALS]

Well if you can get them into BEV's at a reasonable cost with a range of 200-250 miles you will have a winner in the consumer vehicle market. The only two limitations that are hindering this market are range and most importantly the time needed to recharge the battery.

[ItsNotAboutTheMoney]

Originally Posted by Mendel Leisk

"C-Rates" equals "charging rates"? I guess.

http://en.wikipedia.org/wiki/Battery...icity)#C_rates

More usually discharge rates, since those limit EV performance, but can be applied to charging as well, most particularly in mini- and mild-hybrids where high-rate and high-efficiency regenerative braking is crucial for cost-effectiveness.

Originally Posted by ALS

Well if you can get them into BEV's at a reasonable cost with a range of 200-250 miles you will have a winner in the consumer vehicle market. The only two limitations that are hindering this market are range and most importantly the time needed to recharge the battery.

The holy grail is obviously high density, stabilty under high-C, consistency and low cost. I presume this battery doesn't cover them all or there'd be more excitement in the PEV market.

I have a feeling the batteries are currently relatively expensive, since their blurb doesn't mention price, making them more suited to low-capacity uses rather than PEVs.

[thunderstruck]

Are conventional hybrids limited in the charge rate, and if so does this mean I could charge the battery faster in a car like my HSH? When the ICE kicks on to replenish the battery it takes a month of Sundays to top it off, so if the ICE could charge the battery in a shorter amount of time it wouldn't run near as much. I can p and g for a long distance once I'm on the battery.

[xcel]

Hi Thunderstruck:

All current hybrid systems limit current inflow and outflow to protect the pack.

Regarding your HSH, you should not be P&G. You should instead it to P&G the Li-Po pack while you take advantage of terrain to force the ICE to shut down when appropriate. I see a lot of HSH and KOH drivers believing that they have to P&G the engine when this is not the case in any way shape or form.

We really need to get out on a clinic in your HSH sometime.

Wayne

[herm]

The Toshiba cells are only 2.2V, vs the usual 4.2V for lithium and 3.6V for LiFePO4 cells.. so you need a few more cells or a voltage booster to get into the 400V sweet spot of automotive electric motors (for a normal sized car). Not an issue with hybrids since they use a lower system voltage.

[Trollbait]

These cells are already in the iMiEV.
In addition to the better regen capture, it is claimed to handle cold better than the typical Li-ion battery.

[herm]

Used in a low range version of the iMiev, sold only in Japan. .. a 10.6kWh pack.

I was thinking that if they series 6 cells they will get around 13.2V, that can be paralled across a 12v battery without issues .. perhaps that is what Suzuki is talking about here:

"The SCiB and the lead battery can be harmonized in the same system without any need for a voltage transformer, reducing the parts count and cost."

The SCiB cells would handle the high currents of the regen and starting loads, the lead-acid would provide a bigger buffer of energy, perhaps 35Ah or higher. Sort of like a parallel combo of a supercapacitor and a 12V lead acid, a 12V battery that can take the continuous abuse of a stop-start system with regen.