Interview: George Paterson, Engineering Sales Manager, Axeon
By: Dan Connell, Wednesday, April 07, 2010, AutomotiveWorld.com
The next five to ten years will undoubtedly prove to be crucial for the electric car market as OEMs launch new models and as governments start to construct infrastructures. However, many questions remain unresolved. How big is the business opportunity? How robust and reliable will the technology be in the hands of ordinary motorists? Can the supply chain sustain the growth envisaged? How is the roll-out process of cars and recharging networks going to be managed? Will some places become electric car hotspots while others get left behind?
Several industry experts discussed these issues at the recent AutomotiveWorld.com webinar, 'Bringing EVs to market: technical challenges and business opportunities'. As a follow on to this online seminar, AutomotiveWorld.com asked members of the speaker panel to expand on their respective presentations in a series of interviews featuring the questions asked by attendees of the webinar. The second in this series is panelist George Paterson, Engineering Sales Manager, Axeon.
Axeon is Europe's largest independent supplier of lithium-ion battery systems. The company’s UK operation focuses on the design and manufacture of large-scale automotive grade battery systems for Electric and Hybrid Electric vehicles and batteries for mobile power products, while its European subsidiary designs and manufactures high performance battery packs for the professional cordless power tools and mobile device markets.
George Paterson's presentation focused on environmental considerations, rising fuel costs and concerns over energy security, improved technology and charging infrastructure, and current government incentives.
AutomotiveWorld.com: The passenger car industry has made a big transition from almost no EVs to a reasonable market size within a span of about ten years. What is your estimate for Commercial vehicles? Is it similar, or will combustion engines maintain their dominance?
George Paterson: Inter-city delivery trucks can be EV now. Longer distance large trucks will remain ICE for some time yet. It may be 8-10 years before large commercials are full EV. However, battery swap could work if the commercial vehicle makers worked together.
AW: Is cost the riding factor to make the leap from the combustion engine to the EV?
GP: I would say that the initial purchase price is the major factor.
AW: It is believed by some that the PHEV as well as EV will be a stepping stone for the future, but what will be done with the batteries at this stage?
GP: Batteries will be designed specifically for each of these applications.
AW: With regards to battery exchange, could you elaborate more on what you meant by "Obsolete when batteries have high energy density"?
GP: When you have a high energy density battery that can cover 300-400 miles, then the need to exchange complete batteries will not be required. Actually, until this time EVs are better suited to sub 100 miles per day use anyway. ICE vehicles will be around for a while yet so these are a better bet for longer ranges at the moment.
I question whether there will be enough vehicles or batteries that are the same to make an automated swap-out system viable. However, if the commercial vehicle industry worked together then it could work for large, long distance trucks.
AW: Surely fast charging has an effect on the battery and this would not be a viable option for charging commercial vehicles when time in operation is important?
GP: Batteries can be designed specifically to accept fast charging without having a detrimental effect on the battery or cells. It does however affect the cost of the battery; it will be more expensive and larger as the cells capable of fast charging do not have as good energy density. Fast charging could be as quick as 6-10 minutes, so this would not affect the operational time.
AW: How many charging posts are needed per 1,000 vehicles in an urban situation?
GP: The vast majority of EV owners, at least initially, will charge from home or commercial vehicles will charge from a work base. There are many studies worldwide trying to determine user patterns to answer this question.
AW: In the US, it is cheapest to plug in at night - is it the same in the UK?
GP: It's only cheaper in the UK if you are signed up to a lower night-time tariff. This will change in the UK over the next few years as smart meters are introduced throughout the country.
AW: Considering the issue of Nano materials, will Nano Phosphate (now being used in EV, PHEV and BEV batteries) be an issue? How about Electrochemistry?
GP: Electrochemistry is continuously evolving. Currently there are no clear winners.
AW: Going forward, the US will build both cells and containment, but most are sourced from Korea - is the UK doing the same?
GP: Actually most lithium cells are manufactured in China, even by US-based companies. It will become an economical decision in the long term as to where the least expensive location is to manufacture cells and batteries. At the moment it is being slightly distorted by the level of grants available in the US. Certainly I think the actual batteries packs will be manufactured close to where they will be installed into the car.
AW: Is there no industry body trying to standardize batteries to allow for easy battery exchange in the future, via so-called "filling stations" for example? How else will long distance journeys be made possible?
GP: The technology is evolving so quickly that at this stage it is not possible. Take the mobile phone industry as an example. The best way forward is for OEMs to start sharing technology, but I still see a wide range of systems like you do with engines at the moment.
AW: Do you think a global battery standardization is necessary if batteries are leased and replaced for charging?
GP: No
AW: Will a smart grid technology ever come of age any where?
GP: Yes, it's only a case of when.
AW: Has any thought been given to the (back yard) mechanic working on their hybrids at their home when we know voltage will do nothing but increase?
GP: The UK's Society of Motor Manufacturers and Traders are working on an initiative to ensure that in the first case auto technicians are suitably qualified to maintain EVs and hybrids. Under no circumstances should non-trained people attempt to work on their hybrid or EV, especially the battery, which should be sealed against tampering.
AW: Will NiMH batteries better suited for EVs than Li-ion?
GP: No, not enough energy density. They are OK for hybrids but there are now lithium cells which have surpassed the good characteristics of NiMH. NiMH batteries are also expensive.
Published on Wednesday, April 07, 2010
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