karlmb skrev:
Och hur var det med all Kobolt ifrån Afrika till mobilbatterierna?
Du menar att vissa gruvor drivs med slavarbete, ungefär som vissa delar av sockerrörsodlingen i Brasilien ?
Det tror jag är ett problem som går att åtgärda. Har iofs ingen aning om hur stort problem det är.
När det gäller den rena "har vi material nog" frågan så känns det väl som att dom stora bilfabrikörerna inte skulle satsa så stor på pluginhybrider som dom gör nu om det inte skulle finnas material till att tillverka batterier. Sen är väl fördelen med li-ion batterier att det går att tillverka dom av lite olika material. Men för/nackdelar beroende på material förstås.
Hittade detta:
http://siliconinvestor.advfn.com/readms ... d=23464618Citat:
Mr. Tahil’s basis for a Lithium shortage is built upon a statement in his paper:
http://www.meridian-int-res.com/Project ... blem_2.pdf On page 12 of this report he states; “Existing LiIon/LiMP “Energy Batteries” for EVs require about 0.3kg of Lithium metal equivalent per kWh, in the form of Lithium Carbonate.” He then continues in this paper to state that it takes 1.4kg/kWh of Lithium Carbonate Li2CO3 to build each kilowatt hour of an EV battery. This premise is completely in error & I show why below. Saft, which is one of best known, most respected & oldest Lithium Ion battery manufacturers in the world publishes the ‘lithium content’ of their Li-Ion batteries. Let’s take a look at some Saft Li-Ion rechargeable batteries that use lithium carbonate in their makeup. One can open the following Link & navigate down to their ‘Lithium – ion batteries’ to confirm the figures I post below:
http://www.saftbatteries.com//140-gener ... wnload.asp If you click on the ‘MP 176065’ as provided in the following link:
http://www.saftbatteries.com//130-Catal ... 176065.pdf You will see that this Li-ion battery is rated as follows: Nominal voltage: 3.75 Volts Capacity: 6.8 Ah Lithium equivalent content: 2.0 g Nominal energy: 26 Wh Now let’s do the math for everyone to see: 1kWh or 1,000Wh / 26Wh = 38.46 of these batteries to make 1kWh 38.46 Saft MP 176065 batteries X 2.0g Lithium equivalent each = 76.92g of lithium equivalent If you add up the molecular weight of lithium carbonate (Li2CO3) & then figure what the percentage of lithium is, you find that lithium makes up 18.8% or .188 of Li2CO3. 76.92 / .188 = 409.15g of Lithium Carbonate in 1kWh of this Saft Li-ion battery. This is only 0.409kg/kWh --- NOT 1.4kg/kWh, Mr. Tahil’s basis for this article. 0.409kg/kWh is extremely close to the figure (0.431) that the UN & the US-DOT & several Li-Ion battery companies tell us we need to use when determining the lithium content of a Li-ion battery. They are having us figure a little high for transportation safety reasons. Go ahead and open the other data sheets for the other Saft Li-ion batteries & do the analysis on each battery displaying the Lithium contents. They all fall in at around 0.409kg to 0.426kg per kWh which is extremely close to the 0.431kg/kWh as stated in an above commentary. This means that we can build in excess of 1.5 Billion PHEV20 (more than 2 X all the world’s current vehicles) & use only 5,799,918 tonnes of Li2CO3. The USGS tells us in a 2000 study that we have 12,000,000 tonnes of Li2CO3 …. HOWEVER, Lithium can be & is being recycled from Li-Ion batteries. See TOXCO @:
http://www.toxco.com/processes.html As can be seen, lithium is quite recyclable so, in reality we won’t even begin to approach using up half the world’s reserves by the time we have gotten around to building 1.5 billion PHEV vehicles; if we EVER make that many. It is estimated that the whole world only has 0.6 billion vehicles today. Wayne Brown ---
http://privatenrg.com"
Orkar man inte tröska sig igenom texten så är väl slutsatsen att vi bör kunna bygga rätt många hybrider innan vi får problem med råvaran. Och detta förutsätter ju att vi tillverkar alla batterier av nuvarande material samt att effektiviteten inte kommer att förbättras. Och det är nog inte så troligt:
Citat:
"... Better batteries through chemistry
The cathodes of current lithium-ion batteries are made of lithium-cobalt metal oxide (LiCoO2). This material is pricey, and it can become unstable and release oxygen if the cell is overcharged. One alternative is to replace the cobalt in the cathodes with iron phosphates, which won’t release oxygen under any charge and therefore will not burn.
A123Systems, in Watertown, Mass., first launched a lithium-ion phosphate battery this past fall in Black & Decker’s DeWalt power tools. A123Systems claims its batteries can be recharged 10 times as often as conventional lithium-ion designs, charge to 90 percent capacity in 5 minutes, and charge fully in less than 15 minutes. Conventional lithium-ion models, by contrast, can take twice as long.
In May, the company unveiled a battery pack it said could be ready for electric vehicle use within three years. It’s smaller than a carton of cigarettes and weighs barely 4.5 kg (10 lbs.), one-fifth as heavy as an equivalent NiMH battery. A123 is taking part in one of the two joint ventures to which GM has awarded battery development contracts. Its partner is Cobasys, of Orion, Michigan, itself a joint venture of Chevron Technology Ventures and Energy Conversion Devices Inc. GM's other contract is with a joint venture between Johnson Controls, of Milwaukee, and Saft Advanced Power Systems, of Paris.
Austin, Texas–based Valence Technology also uses iron-phosphate cathodes for its Saphion battery. The technology is used in the Segway, the self-stabilizing scooter, and in unofficial conversions that aim to increase the range of a Toyota Prius.
Customarily, the anode of a lithium-ion battery is made of graphite, which can store only a limited amount of energy. Researchers at Sandia National Laboratories, in Livermore, Calif., have developed anodes using a composite of graphite and silicon that can quadruple storage capacity.
Late this year, 3M Co., in St. Paul, Minn., will deliver still another kind of anode, based on amorphous silicon, which the company says will store twice the energy of today’s lithium batteries. Other researchers are trying to make anodes of alloys of lithium and two other metals, generally antimony mixed with either copper, manganese, or indium. Such three-metal alloys should also increase storage capacity.
Cells now being developed by Altair Nanotechnologies, based in Reno, Nev., switch the lithium from the cathode to the anode, forming a compound called lithium-titanate spinel (Li4Ti5O12). The company says that the cells recharge in 3 minutes and deliver three times as much power as the conventional design, and at a great operating range of temperatures: –30 °C to 249 °C (–22 °F to 480 °F). It also says that its batteries can keep on ticking after 9000 recharging cycles, compared with 1000 for conventional cells. Altair’s battery, however, is not yet in production.... ""... Better batteries through chemistry
The cathodes of current lithium-ion batteries are made of lithium-cobalt metal oxide (LiCoO2). This material is pricey, and it can become unstable and release oxygen if the cell is overcharged. One alternative is to replace the cobalt in the cathodes with iron phosphates, which won’t release oxygen under any charge and therefore will not burn.
A123Systems, in Watertown, Mass., first launched a lithium-ion phosphate battery this past fall in Black & Decker’s DeWalt power tools. A123Systems claims its batteries can be recharged 10 times as often as conventional lithium-ion designs, charge to 90 percent capacity in 5 minutes, and charge fully in less than 15 minutes. Conventional lithium-ion models, by contrast, can take twice as long.
In May, the company unveiled a battery pack it said could be ready for electric vehicle use within three years. It’s smaller than a carton of cigarettes and weighs barely 4.5 kg (10 lbs.), one-fifth as heavy as an equivalent NiMH battery. A123 is taking part in one of the two joint ventures to which GM has awarded battery development contracts. Its partner is Cobasys, of Orion, Michigan, itself a joint venture of Chevron Technology Ventures and Energy Conversion Devices Inc. GM's other contract is with a joint venture between Johnson Controls, of Milwaukee, and Saft Advanced Power Systems, of Paris.
Austin, Texas–based Valence Technology also uses iron-phosphate cathodes for its Saphion battery. The technology is used in the Segway, the self-stabilizing scooter, and in unofficial conversions that aim to increase the range of a Toyota Prius.
Customarily, the anode of a lithium-ion battery is made of graphite, which can store only a limited amount of energy. Researchers at Sandia National Laboratories, in Livermore, Calif., have developed anodes using a composite of graphite and silicon that can quadruple storage capacity.
Late this year, 3M Co., in St. Paul, Minn., will deliver still another kind of anode, based on amorphous silicon, which the company says will store twice the energy of today’s lithium batteries. Other researchers are trying to make anodes of alloys of lithium and two other metals, generally antimony mixed with either copper, manganese, or indium. Such three-metal alloys should also increase storage capacity.
Cells now being developed by Altair Nanotechnologies, based in Reno, Nev., switch the lithium from the cathode to the anode, forming a compound called lithium-titanate spinel (Li4Ti5O12). The company says that the cells recharge in 3 minutes and deliver three times as much power as the conventional design, and at a great operating range of temperatures: –30 °C to 249 °C (–22 °F to 480 °F). It also says that its batteries can keep on ticking after 9000 recharging cycles, compared with 1000 for conventional cells. Altair’s battery, however, is not yet in production.... "
Finns alltså många varianter istället för kobolt, koppar, indium, grafit, järnfosfater,osv. Och vitsen med de flesta av dom är alltså att kapaciteten också bör gå upp. Så det är inga sekundära alternativ vi pratar om. [/list]
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