Development of a Woven-Grid Quasi-Bipolar Battery

This report describes an analytical and experimental investigation of AeroVironment's Quasi-Bipolar battery concept. The modelling/battery design part of the study demonstrates that there is a trade-off between thermal and specified electrical performance. Even so, quasi-bipolar batteries can be designed, with ten times better thermal uniformity, that meet or exceed current state-of-the-art hybrid-electric vehicle battery pack performance, even using the same active materials. The thermal uniformity, power, and energy for these quasi-bipolar battery packs is projected to be very good. The experimental part of the investigation demonstrates the concept of the quasi-bipolar plate applied to a lead foil current collector wrapping around two sides of an inexpensive plastic film core. Approximately 50 quasi-biplate samples were fabricated using a hot laminating press. Hot lamination with "texture" between the plastic and lead shows some promise as a low cost method for fabricating the plates. Five of these plates were assembled into two cells plus one two-cell battery. Data from these test cells were compared with existing data for similar true bipolar batteries. The positive side of the plates exhibited corrosion where not protected by the active material

Vegetational Evaluation of Pinyon-Juniper Cabling in South-Central New Mexico

Vegetational comparisons were made between areas where pinyon-juniper vegetation had been cabled in 1954 and uncabled areas. Total tree density on the cabled areas was about 80% of that on control areas. Basal area and canopy cover of trees was substantially lower on control areas than on cabled areas. Rhus trilobata and Xanthocephalum sarothrae apparently were the only shrubby species that responded to the cabling treatment. Basal cover of Bouteloua gracilis, Eragrostis erosa, and Muhlenbergia pauciflora was significantly greater on the control areas than on the cabled area.This material was digitized as part of a cooperative project between the Society for Range Management and the University of Arizona Libraries.The Journal of Range Management archives are made available by the Society for Range Management and the University of Arizona Libraries. Contact [email protected] for further information.Migrated from OJS platform August 202

Battery Electric Vehicle (BEV) or Range Extended Electric Vehicle (REEV)? —Deciding Between Different Alternative Drives Based on Measured Individual Operational Profiles Véhicule électrique à batteries (BEV) ou véhicule électrique à prolongateur d’autonomie (REEV) ? — Choisir entre différents entraînements alternatifs sur la base de profils opérationnels individuels mesurés

In recent years, a large number of concepts for drive train electrification and a corresponding broad variety of available drive train configurations were presented to the public. They all have their pros and cons for the customer. This paper discusses a tool enabling the customer to select the drive train which is best suited to his individual purposes. The presented approach focuses on BEV and REEV and is characterized by a three-step procedure: the customer’s individual driving behaviour is measured: individualized driving cycles and operational habits including the daily kilometrage are derived; numerical models of the alternative drive train concepts are run to simulate the energy consumption by applying these individualized cycles. The study reveals that battery sizing is the most important component. It would be more efficient to use a REEV with a smaller battery instead of a BEV: at a given range of 50 km the BEV covers 50% of the kilometers (corresponding to 90% of all daily distances) while the REEV covers 100% of all daily distances, out of it 70% on electric driving. This leads to less CO2 emission compared to the combined use of BEV and conventional cars. The REEV with the smallest battery is amortized first referred to conventional cars. The influence of the individual usage pattern can be translated to operational costs. The REEV urban driver covers 85% by electric driving and has thus lower operational costs than the REEV inter-urban driver with 64% electric driving. <br> Récemment, un grand nombre de concepts d’électrification des groupes motopropulseurs et une large variété correspondante de configurations disponibles ont été présentés au public. Tous possèdent des avantages et des inconvénients pour le client. Cet article traite d’un outil permettant au client de sélectionner le groupe motopropulseur le plus adapté à ses besoins individuels. L’approche présentée se focalise sur les véhicules BEV (Battery Electric Vehicle — véhicule électrique à batteries) et REEV (Range Extended Electric Vehicle — véhicule électrique à prolongateur d’autonomie) et est caractérisée par une procédure en trois étapes : le comportement individuel au volant du client est évalué ; les cycles de conduite individualisés et les habitudes opérationnelles comprenant le kilométrage journalier sont déterminés ; en appliquant ces cycles individualisés, des modèles numériques de concepts de groupe motopropulseur alternatif sont réalisés afin de simuler la consommation d’énergie. L’étude révèle que le dimensionnement de la batterie constitue l’élément le plus important. Un véhicule REEV possédant une batterie plus petite serait plus efficace qu’un véhicule BEV : pour une autonomie donnée de 50 km, le véhicule BEV parcourt 50 % des kilomètres totaux (correspondant à 90 Vo de l’ensemble des distances journalières) alors que le véhicule REEV parcourt 100 % de l’ensemble des distances journalières, dont 70 % en mode électrique. Ceci amène à une plus faible émission de CO2 par rapport à l’utilisation associée des véhicules BEV et des véhicules conventionnels. Le véhicule REEV possédant une batterie plus petite est amorti plus tôt qu’un véhicule conventionnel. L’influence exercée par le type d’usage individuel peut être traduite en coûts d’exploitation. Le conducteur urbain d’un véhicule REEV parcourt 85 % des trajets en mode électrique et bénéficie de coûts d’exploitation plus faibles que le conducteur interurbain d’un véhicule REEV parcourant 64 % des trajets en mode électrique