Ev Battery Technology

THE ELECTRIC VEHICLES AND BATTERY TECHNOLOGY REPORT Published by SupplierBusiness Ltd, An IHS Global Insight Company

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SupplierBusiness Ltd., An IHS Global Insight Company is a specialist consultancy providing analysis of the automotive industry for the automotive industry. SupplierBusiness has focused on developments in the supplier sector and has published a range of reports on industry issues in the last twelve years. Contributors to this report include Ian Adcock, Alex Boekestyn, Edmund Chew, Gaby Leigh, Stewart Pedder, © SupplierBusiness Ltd 2009, All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the publisher, SupplierBusiness Ltd.

Contents Electric Vehicles Background .............................................................................................. 2 Battery Technology ............................................................................................................. 9 Lead‐acid ....................................................................................................................... 11 Ultrabattery or Advanced Lead‐acid ............................................................................. 11 Lead‐infiltrated‐ceramic bi‐polar battery ..................................................................... 12 Valve‐regulated lead‐acid (VRLA) ................................................................................. 13 Absorbent glass mat (AGM) .......................................................................................... 14 Gel Battery .................................................................................................................... 14 Firefly Energy ................................................................................................................ 14 Atraverda ...................................................................................................................... 19 Axion Power .................................................................................................................. 19 A123 Systems ................................................................................................................ 20 EEStor ............................................................................................................................ 21 Altairnano ..................................................................................................................... 21 Nanowire ....................................................................................................................... 22 Beltway Battery ............................................................................................................. 22 Thin Metal Film lead‐acid ............................................................................................. 24 Nickel‐iron ..................................................................................................................... 24 Nickel‐zinc ..................................................................................................................... 25 Nickel‐cadmium ............................................................................................................ 27 Nickel‐metal hydride ..................................................................................................... 28 Sodium‐sulphur ............................................................................................................. 28 Sodium‐nickel chloride ................................................................................................. 29 Lithium‐iron sulphide .................................................................................................... 30 Lithium‐solid polymer ................................................................................................... 30 Lithium‐ion .................................................................................................................... 30 Zinc‐air .......................................................................................................................... 31 Ultracapacitors .............................................................................................................. 32

Motor technology ............................................................................................................. 34 DC Motors ..................................................................................................................... 34 Brushed Motors ............................................................................................................ 34 Synchronous DC Motors ............................................................................................... 35 Switch reluctance machines ......................................................................................... 36 In‐wheel motors ............................................................................................................ 37

EV Programs ...................................................................................................................... 38 BYD ................................................................................................................................ 38 Chrysler ......................................................................................................................... 38 Citroën ........................................................................................................................... 39 Daimler .......................................................................................................................... 39 Detroit Electric .............................................................................................................. 41 EWE E3 .......................................................................................................................... 41

Ford ............................................................................................................................... 42 Heuliez ........................................................................................................................... 43 Lightning ........................................................................................................................ 43 Magna‐Steyr mila ev ..................................................................................................... 44 MINI E ............................................................................................................................ 44 Mitsubishi i MIEV .......................................................................................................... 44 Nissan Nuvu .................................................................................................................. 45 Peugeot ......................................................................................................................... 46 Pininfarina‐Bolloré Bluecar ........................................................................................... 47 Protoscar Lampo ........................................................................................................... 48 Quicc DiVan DuraCar ..................................................................................................... 49 Tesla .............................................................................................................................. 49 Th!nk ............................................................................................................................. 50 Renault Z.E.Kangoo ....................................................................................................... 51 eRuf Porsche ................................................................................................................. 52 smart ............................................................................................................................. 53 Subaru R1e and Stella ................................................................................................... 54 Venturi .......................................................................................................................... 54 Volvo ............................................................................................................................. 55 ZAP ................................................................................................................................ 56 Zenn .............................................................................................................................. 57

Company Profiles .............................................................................................................. 59 A123 .............................................................................................................................. 59 Advanced Battery Technologies ................................................................................... 61 Altair Nanotechnologies ............................................................................................... 63 Asahi Kasei .................................................................................................................... 65 Axion Power .................................................................................................................. 66 Bolloré ........................................................................................................................... 68 BYD ................................................................................................................................ 70 Cobasys ......................................................................................................................... 72 Continental .................................................................................................................... 74 EEStor ............................................................................................................................ 77 Electrovaya .................................................................................................................... 78 Enax ............................................................................................................................... 81 Ener1 ............................................................................................................................. 83 Energy Conversion Devices ........................................................................................... 86 Evonik ............................................................................................................................ 88 Exide Technologies ........................................................................................................ 90 Fiamm ........................................................................................................................... 93 GS Yuasa ........................................................................................................................ 94 Hitachi ........................................................................................................................... 97 JEOL ............................................................................................................................... 99 Johnson Controls ......................................................................................................... 101 LG Chem ...................................................................................................................... 104

The Electric Vehicles and Battery Technology Report

© SupplierBusiness Ltd 2009 4

Lithium Technology Coporation .................................................................................. 106 LS Corporation ............................................................................................................ 108 Maxwell Technologies ................................................................................................. 109 MOLL ........................................................................................................................... 112 NEC Tokin .................................................................................................................... 113 NessCap ....................................................................................................................... 115 Nichion ........................................................................................................................ 116 Nippon Chemi‐Con ...................................................................................................... 118 Panasonic .................................................................................................................... 120 Saft .............................................................................................................................. 122 Sanyo ........................................................................................................................... 125 SK Energy ..................................................................................................................... 128 TDK .............................................................................................................................. 129 Valence ........................................................................................................................ 131

Company Directory ......................................................................................................... 133



Electric Vehicles Background Electricity. It’s around us all the time. Invisible. It’s the static ping you get on a cold winter’s day as you get out of your car; harnessed it will cook and freeze your food, warm and cool your home and office. Whilst the invention of the electric light bulb revolutionised manufacturing, allowing factories to work through the darkest nights and days. It might be a ubiquitous source of energy, but it doesn’t power our personal transport, although it’s not for want of mankind trying. The challenge with electricity today is what it has always been – finding an inexpensive, economical, lightweight means of storing it, after having solved the problems of developing cheap, economical and environmentally friendly ways of creating it. The difficulties that producers of Electrical Vehicles (EVs) face today are no different and no less daunting from those faced by the 19th century pioneers who were the first to try and woo mankind off horseback and onto wheels for personal mobility. No-one is quite sure who first mated electricity to a horseless carriage, for that is what they essentially were without the shafts, but it was Alessandro Volta’s assembly of copper and zinc plates to form the first crude battery combined with Michael Faraday’s work in 1821 and an operating electric motor being demonstrated in Paris in 1832 that led to these first rudimentary electrically-powered horseless carriages being built. There were numerous ‘firsts’: in 1835 Professor Stratingh demonstrated a small electric car in Groningen, Holland, at about the same time that an American, Thomas Davenport, unveiled an electric vehicle. In the same period, Roberts Anderson and Davidson, both Scottish, separately built electrically powered vehicles. All these attempts, and subsequent ones, were little more than novelties, and it wasn’t until 1859 when Belgian, Gaston Planté created the first primitive lead plate/sulphuric acid/lead plate battery, the forerunner of contemporary car batteries, that made storing electricity practical. Combine that with Zenobe Theophile Gramme, also a Belgian, building the first direct current electric motor, and we have the technological foundations for early EVs. These developments were closely watched by the Siemens brothers who created the Double T Iron/Armature generator which was patented in England in 1870. Eleven years passed before one G. Trouvé from France used a pair of modified Siemens motors and a Planté battery in a tricycle to propel it at speeds up to 12 Km/h. Similar tricycles appeared in the ‘States and the UK, and by 1896 partners Morris and Salom had 13 EVs running as New York taxis with a 48-mile range. By now the internal combustion engine was appearing on the market to rival the EVs, especially in endurance races that were popular on both sides of the Atlantic and where the EVs’ poor range disadvantaged them. Nevertheless progress continued: in 1896 the Spanish engineer, G. Julien developed a battery with zinc plate in an alkaline electrode which consumed the zinc plate when in use, not dissimilar in principle to a modern zinc-air battery. And just to prove



there’s little new under the sun, in 1897 Darracq built an EV which featured regenerative braking for the first time to feed energy back to the batteries and extend the EVs’ range. Once the UK’s ‘Red Flag Act’ had been reformed, there was a surge of interest in EVs, especially as London taxis, so that by the summer of 1897, 15 were plying their trade in the capital. As if to demonstrate that there was more to EVs than taxis, Camille Jenatzy achieved 98 Km/h in 1899 to capture and hold the land speed record for three years. Such was the enthusiasm for EVs that even Thomas Edison was caught up in it and in 1901 revealed his nickel-iron battery. Although it proved more efficient than lead-acid batteries, its costly bill of materials mitigated against its success. Ever the pragmatist, Edison is also credited as observing, rightly, that unless a more efficient and economical means of storing electricity was discovered then gasoline or naphtha would power vehicles. His wasn’t the only famous name to catch the EV bug: Ferdinand Porsche created the No.1 Lohner-Wagen in 1900 with electric motors in the front wheel hubs and the following year when he revealed the gargantuan Lohner-Porsche Rennwagen with 1800 Kgs of batteries powering four 1.5 kW in-wheel motors. Transport in the years running up to the First World War was dominated by EVs both in the UK and the USA, where by 1912 some 30,000 were in use. Innovation was coming thick and fast as well: in 1900 the French Electroautomobile and the 1903 Krieger utilised a petrol engine with an electric motor. Not content with his EVs, Porsche created the MixtWagen that used a petrol engine to drive a generator which charged onboard batteries that powered the electric motors driving the vehicle. Sound familiar? However, the death knell for the EV had already been sounded. By 1912 there were some 900,000 petrol driven vehicles on the roads of both Europe and the USA. A number of factors had contributed to this rapid rise: in 1908 Henry Ford put the Model T on sale ushering in the age of mass production and motoring for the masses (an electric car at $1,200 was four times the price of a ‘Tin Lizzy’), cheap oil was discovered in Texas and the Middle East and, in 1911, Charles Kettering introduced the electric starter motor on a Cadillac, and the crank handle disappeared making it easier for women to drive. Kettering, incidentally, went on to found Delco. The nascent EV went into terminal decline and by 1935 the industry was to all intents and purposes dead bar a few exceptions: Japan in the post Second World War years had a small percentage of EVs, and in the UK, the early morning whir of an electric motor accompanied by tinkling bottles was the nation’s alarm clock as the milkman did the early morning rounds on his float. Inevitably, perhaps with hindsight, it was the 1960s that saw the EV taken off the shelf, dusted down and considered once again as a viable alternative to the internal combustion engine. Why? Environmental awareness was growing, especially in California where smog was emerging as a health problem, especially in the Los Angeles basin, leading to the world’s first tailpipe emissions



legislation in 1966. Four years later President Nixon created the Environmental Protection Agency (EPA). The latest attempts at EVs were simple conversions of standard cars such as the Illinois-based Eureka Williams Corporations who converted 150 Renault Dauphines to run on electricity or the Enfield 8000 electric car, built as a joint venture between Enfield and the Central Electricity Generating Board for England and Wales. Weighing 975 Kgs it had a 64 Km/h top speed and a range between 40 and 90 Kms. The trouble was it looked like a kiddies car and cost twice as much as a Mini. In 1967 Ford of Great Britain unveiled its Comuta car that seated two adults and children with a claimed range of 64 Kms at a steady 40 Km/h. Meanwhile over in the US, fuel prices were on the increase and in 1964 GM embarked on a $15 million program to electrify its Corvair saloon, the second version of which employed zinc-air batteries to power it. A second model appeared two years later: its power source was a silver zinc battery pack, in a 532-volt array, located in the front and rear compartments of a 1966 Corvair Monza sport saloon. Silver zinc batteries were used because they delivered high peak power and provided good energy storage but they were costly and wore out after 100 recharges. The battery pack was connected to a 115 HP AC-Induction motor that produced approximately the same performance as a conventional petrol engined Corvair, except for its limited range of 64 -129 Kms before recharging. A tank full of petrol would propel a Corvair upto 480 Kms with a top speed of 129 Km/h. Electrovair II’s total weight was approximately 360 Kgs more than a Corvair, even with the comparatively light and compact silver zinc battery pack. If it had been powered by conventional lead acid batteries, the batteries alone would have weighed more than 1,180 Kgs, approximately the total weight of a standard Corvair. GM in Europe also electrified an Opel Kadette to DC drive using both lead-acid and zinc-air batteries, claiming that with the latter it had a 240Kms range at 48 Km/h. In 1970, General Electric revealed its GE Delta that used a combination of lead-acid and nickel-cadmium batteries, the latter providing power for acceleration and the former for constant power. The big drawback for all these products was their sheer ugliness combined with short range and slow speeds, but none of this deterred the Florida-based Sebring-Vanguard Company. In 1972 it launched a two-seater Citicar runabout with a 40 Kms range and a 72 Km/h top speed; over the next four years they managed to sell 2,500 of these $3000 vehicles. Over the years GE has co-operated with many OEMs to develop electric vehicles: in 1978 it worked with Chrysler on an EV using lead-acid batteries and six years later the Ford Mercury-based ETX-1 used an advanced AC drive and novel tubular lead-acid batteries which was followed up by ETX-ll based on a Ford Aerostar van that used high temperature sodium-sulphur batteries Ford had developed in-house, giving the van a useful 160 Kms range and a realistic 96 Km/h top speed.



By the late 1980s there were about 500 EVs in France, mainly converted Peugeot 205 or Citroën C15 vans, whilst in Germany VW converted a Golf to run on electricity. Called the City Stromer it was powered by 16 lead-acid batteries that fed the 24hp motor: 0 to 100 km/h (62mph) took 27 seconds. It used a Siemens three-phase alternating current synchronous motor with permanent magnet excitation, which was water cooled plus brake energy recovery; maximum speed was 100 Km/h, with a range of 70 Kms in summer and 40 in winter. Several legislative and regulatory actions in the United States and worldwide renewed electric vehicle development efforts in the 1990s. Primary among these was the US 1990 Clean Air Act Amendment, the US 1992 Energy Policy Act, and regulations issued by the California Air Resources Board (CARB). In addition to more stringent air emissions requirements and regulations requiring reductions in gasoline use, several states issued Zero Emission Vehicle Regulations, specifically California. In 1990 California passed its Zero Emission Vehicle (ZEV) Mandate, which required that 2% of the state’s vehicles were to have no emissions by 1998 and 10% by 2003. The law, however, was repeatedly weakened over the next decade to reduce the number of pure ZEVs required. Ford responded to this with its Ecostar project which resulted in a 105-strong test fleet of EVs based on the Escort van. The most significant feature of the Ecostar was its hot (315°C) sodium-sulphur battery, a technology invented by Ford in the 1960s, mounted beneath the floor. The battery operated at this temperature to allow a molecular reaction between molten sodium and sulphur that created the substantial electricity needed to power an EV. Heat was largely contained within the battery’s double-walled, stainless steel vacuum housing. Because the Ecostar’s sodium-sulphur batteries remained hot regardless of outside temperature, they offered consistent performance even in the extremely cold weather that otherwise sapped an EV’s driving range. Its 15-second 0 to 96Km/h acceleration was good for an electric vehicle of that time but sedate by petrol engine standards. While sodium-sulphur appeared a potential player in the early 1990s, other battery technologies emerged offering fewer technical challenges and greater peak power, making them better suited for electric vehicle use. Meanwhile in Norway, Th!nk was launched in 1991 to productionise its City electric car, but struggled to find adequate funding until Ford bought it in 1999, investing some US$150 million over the next four years before withdrawing from the business altogether. Nevertheless there are about 1000 in regular use in Scandinavia. A decade ago the Th!nk – as it was then spelt – was powered by 19 water-cooled nickel cadmium batteries and proved an ideal runabout for Oslo where there’s an existing infrastructure of accessible power points where people plug engine heaters in to prevent their cars freezing solid during the long Nordic nights. However, the biggest investment in EVs came from GM which pumped a reputed billion dollars into its EV1 project. Launched at the Los Angeles motor show in late 1996, the car was powered by lead/acid batteries. Nickel/metal-hydrides weren’t used until 1999, and then only in California EV1s. A claimed Ni/MH range was set at 120–225 Kms. It might have been a stylish little coupé, but it was only a two-seater with about as much luggage space for a slim briefcase.



It was also expensive, with a 1997 lease price (before federal and state taxes were invoked) of $33,995. GM pulled the plug on the project in 2003 with 800 of the 1,100 built on lease. When the EV1 program came to an end, the cars were put into storage at a facility in Burbank, California. GM donated a number of EV1s to colleges and universities for engineering students, and to several museums, including the Smithsonian Institute. In March 2005, the last 78 in storage were transferred to the GM desert proving grounds in Mesa, Arizona, for “final disposition”, crushing and recycling, despite an outcry and public protests. Over the past decade or so there have been a few half-hearted attempts at vehicle electrification in Europe and elsewhere. The problem is that they’re either very eccentric like the Venturi Fètish or prohibitively expensive like the Tesla. In between there have been a few thousand all-electric cars such as Honda’s EV Plus, GM’s EV1, Ford’s Ranger pickup EV, Nissan’s Altra EV, Chevrolet’s S-10 EV and Toyota’s RAV4 EV produced by major car manufacturers, but most of them were available for lease only. Now, though, the world seems to have woken up to the possibility that electrification might just work. The combined pressures of rising fuel prices and increasing concern over the environment are pushing EVs back to centre stage. Those factors together with improvements in battery and motor technology mean that EVs will have a role to play in society’s future mobility and helping to reduce emissions. EVs are not the silver bullet, but they are a solution to specific transport issues, especially in urban areas where their short range and lower speeds are not an impediment.

Battery Technology Vehicle electrification stalled because there wasn’t a cheap, lightweight means of storing electricity. The conventional lead-acid battery is far too bulky and inefficient to meet the needs of daily commuting, but it was the advances made in personal electronics, such as the mobile ‘phone, that has led the way in battery research and enabled vehicle producers to envisage a viable future for EVs. Research into advanced batteries was given a boost in 1991 when the United States Advanced Battery Consortium was formed by America’s Big Three OEMs, the US Department of Energy, the Electric Power Research Institute and the battery manufacturers and launched with the intent of developing high power batteries, reducing costs to $20/kW and extending service durability to 15 years or whole vehicle life. Today’s estimate of $500/kW for contemporary lithium-ion batteries illustrates just how far the industry still has to go even after 18 years of research. Furthermore recent developments have meant that more strain is being placed on a vehicle’s electrical system. As manufacturers seek to improve fuel efficiency and emissions, systems such as power-steering and air-conditioning which are predominantly powered by the engine are, increasingly, being converted to being electrically driven to reduce parasitic losses from the engine, whilst the public’s thirst for infotainment systems etc., is also demanding more electrical



power. Renault estimates there has been a ten-fold increase in power consumption since 1980 with some larger vehicles now requiring five kilowatts to operate efficiently. Any EV will have to meet these requirements as well if they are to win over the consumer. To give an idea of the challenge facing battery makers petrol delivers some 2000 Wh/kg compared to just 35 Wh/kg for a lead-acid battery. When you consider that a C-Class vehicle like today’s Ford Focus requires some 200 Wh/km to travel a respectable distance at a decent speed, the enormity of the problem becomes apparent. In addition to which there is the sheer convenience of the petrol- or diesel-powered car that can be refuelled in a matter of minutes at convenient and numerous filling stations. EVs will require a whole new infrastructure to be put in place with standardised plugs. Whereas cars have universally sized fuel nozzles for diesel and petrol, there are 13 plug variations around the world, nine different voltages ranging from 100 to 240 running at either 50 or 60Hz and, often, different combinations within a single country. The task of developing future battery technologies is further complicated by the need to meet strict environmental requirements both for production and eventual recycling as well as mining the rare elements needed to create them in the first instance. All these issues will impact on the choice of which battery technology EVs will use in future, although the consensus of current opinion and research and development seems to be leaning towards lithium-ion as the preferred option. There are other alternatives that will be examined in this chapter.

Table 1 Properties of EV batteries Battery Type

Max energy density Wh/kg

Max power density W/kg

Fastest 80% Recharge (mins)

Operating temp. C°

80% discharge cycles before replacement

Estimated production costs $/kWh

Lead-acid 35 150 n./a ambient 1000 60 Advanced lead-acid

45 250 n/a ambient 1500 200

Valve regulated lead-acid

50 150+ 15 ambient 700+ 150

Metal foil lead-acid

30 900 15 ambient 500+ n/a

Nickel-iron 50 100 n/a ambient 2000 150-200 Nickel-zinc 70 150 n/a ambient 300 150-200 Nickel-cadmium

50 200 15 ambient 2000 300

Nickel-metal hydride

70 200 35 ambient 2000+ 250



Sodium-sulphur

110 150 n/a 350 1000 150

Sodium-nickel chloride

100 150 n/a 300 700+ 250

Lithium-ion sulphide

150 300 n/a 450 1000 200

Lithium-solid polymer

200 350 n/a 80-120 1000 150

Lithium-ion 120-150 120-150 ≤60 ambient 1000+ 150 Aluminium-air

220 30 n/a ambient n/a n/a

Zinc-air 200 80-140 n/a ambient 200 100 Source: The Electric Car by: Michael H. Westbrook

Lead-acid The conventional lead-acid battery has a comparatively low energy density of 25-35 Wh/kg combined with a decent 150W/kg, meaning they will give a reasonable rate of acceleration. The drawback is that they are still relatively bulky and their performance deteriorates rapidly once temperatures fall below 10°C, which is one reason why many cars in colder climates have auxiliary engine heaters and in Oslo, for example, plug-in points to prevent the engines freezing and the batteries going flat. Lead-acid batteries are reasonably robust and will withstand about 1,000 80% deep discharge cycles, or three years, before failing totally. A disciplined charging regime might extend the battery’s life but only by about 24 months. However, if the battery is allowed to frequently go flat its service life will be drastically reduced. They are also susceptible to corrosion where the grid and paste meet on the positive side.

Ultrabattery or Advanced Lead-acid Working in conjunction with America’s Advanced Lead-Acid Battery Consortium, Australia’s Commonwealth Scientific and Industrial Research Organisation (CSIRO) has developed a hybrid battery that combines an asymmetric supercapacitor and a lead-acid battery in one unit. The capacitor enhances both battery life and power by acting as a buffer during charging and discharging allowing it to provide and absorb charge rapidly during vehicle acceleration and braking. It also eliminates the problem of sulphur deposits building up on the negative plates of the battery cell. Test results so far seem encouraging with discharge and charge power up to 50% higher with a cycle-life three times that of a conventional lead-acid battery.



In 2008 a Honda Insight powered by an ultrabattery operating at a normalised 40kW peak discharge power standard completed a 100,000 mile (161,000 Kms) durability trial at the Millbrook Proving Ground in Great Britain with batteries built by Furukawa Battery Company of Japan. “Our goal is to help provide the auto industry with a variety of battery products that can help hybrid electric vehicles become even more attractive to consumers,” said Patrick Moseley, president of the Advanced Lead-Acid Battery Consortium (ALABC), based in Research Triangle Park, North Carolina. “Not only have we now proven that a lead-acid battery can operate more powerfully than the NiMH battery, it can do so during the life cycle of a typical automobile and at a far lower cost. Our industry is also developing other variations of the lead-acid design that we expect will perform impressively as well.” Additionally, because this type of battery can be produced as either a flooded-electrolyte or valve-regulated design, they can be manufactured in existing lead-acid factories thus reducing investment costs.

Lead-infiltrated-ceramic bi-polar battery Another form of ultrabattery, the lead-infiltrated-ceramic, or LIC©, is the result of more than two decades of research in bipolar battery technology. Effpower was established in Gothenburg, Sweden in 1999 to commercialise the technology as a consortium including Volvo Technology Transfer, Swedish Industrial Fund and Gylling Invest (former Gylling Optima Batteries). The Effpower LIC™ technology is based on lead-acid chemistry in a bipolar arrangement with lead-infiltrated-ceramic (LIC™) bipolar plates as partitioning walls between the cells. In the bipolar concept the battery cells are connected in series with a battery voltage of two volts per stacked cell. The battery is based on breakthroughs in the development and design of lead-acid batteries. It employs lead-infused ceramic plates coated with a positive paste on one side and a negative paste on the other. The plates are then mounted on top of each other with a separator between them, to form a battery in bi-polar design. Because of this the current path is very short and internal resistance low, allowing the battery to be discharged and recharged in a very short period of time. This means, for example, that high power can be delivered when a vehicle accelerates and that the battery charges up faster when the vehicle brakes. A bipolar lead-acid battery is made up of a stack of serially coupled bipolar electrodes. Each such electrode, except the ones at the ends, has one side of a conducting partitioning wall covered with porous lead, which is the negative side of the bipolar electrode, and the other side (the positive), covered with porous lead dioxide. Since current can pass only through the end electrodes, it will flow perpendicular to all electrode surfaces, also at very high currents, and the active materials will be efficiently utilised with a minimum of internal resistance.



In hybrid vehicle usage, Effpower claims its batteries have comparable performance to today’s dominant NiMH batteries but at only one fifth of the cost combined with a lifespan of at least six years. Effpower claims a very high cycling ability of more than 500,000 shallow cycles (2.5%) with 800 W/kg discharge and 400 W/kg recharge. Its environmental credentials are strong as well. Compared to other lead-acid batteries, it contains only half the amount of lead per unit of output, whilst the battery is totally recyclable within the existing infrastructure for lead-acid batteries found worldwide today.

24V 150V Length 90 mm 330

mm Width 253

mm 253 mm

Height 203 mm

203 mm

Weight 5.2 kg 37.5 kg Capacity (2 h) 6 Ah 6 Ah Power (30 s) 5 kW 30 kW

Source: Effpower AB Effpower has formed a consortium with Austria’s Banner Baterian with the aim of high volume industrialisation starting summer 2009.

Valve-regulated lead-acid (VRLA) Development of these batteries started in the early 1990s in an attempt to produce a further improvement over the advanced lead-acid battery. VRLA is also known as recombinant batteries and are commonly further classified as: absorbent glass mat battery and gel battery.

These batteries are also, mistakenly, called sealed lead-acid batteries as a sealed battery would be a safety hazard due to excess pressure risks due to overcharging, so there is always a safety valve present, hence the name “valve-regulated”. Since VRLA batteries also use much less electrolyte (battery acid) than traditional lead-acid batteries, they are also occasionally referred to as an “acid-starved” design. Nor does the name “valve regulated” fully describe the technology as they are really “recombinant” batteries, i.e. the oxygen evolved at the positive plates will largely recombine with the hydrogen ready to evolve on the negative plates, creating water thereby preventing water loss. The valve is purely a safety feature in case the rate of hydrogen evolution becomes excessive. The advantages of this design include a higher ratio of power to size and a high-rate power capacity, but of relatively short duration.



Absorbent glass mat (AGM) Absorbent glass mat or AGM is a sub sector of VRLA batteries in which the electrolyte is absorbed in a fine glass fibre mat and come in two forms: flat plates in a rectangular case like a conventional lead-acid battery or thin and wound into spirals to form a cylindrical battery. Because the plates no longer have to support their own weight they can be manufactured from purer lead thus lowering internal resistance because the plates are closer together, with the added benefit that they are more capable of handling higher temperatures and have a slower discharge rate. They have good specific power and can be rapidly discharged and recharged although their specific energy is usually lower than more conventional batteries.

Gel Battery These VRLA batteries employ a jellified electrolyte created by mixing sulfuric acid with a silica fume. This means the batteries don’t have to be stored upright, although they need to be stood up for charging. Gel batteries also have greater resistance to extreme temperatures, shock and vibration and, consequently, practically eliminate electrolyte evaporation and spillage. The only chemical difference between gel and wet-cell batteries is that calcium replaces antimony in the lead plates making them less prone to gassing. Due to higher production costs they are currently the preserve of higher end vehicles such as the BMW 5-series which, from 2007 onwards, used them to capture electricity from regenerative braking to charge the battery.

Firefly Energy Firefly’s revolutionary battery technology was born in 2003 in the research and development laboratory of Caterpillar, Inc. the world-renowned manufacturer of heavy equipment. Caterpillar had long been a consumer of batteries for its many heavy equipment products. These, by their very nature, put a severe strain on batteries. Heat and cold extremes, severe vibration, and prolonged periods of disuse between jobs all go with the territory for heavy equipment batteries. CAT had always set tough standards for the batteries supplied with their products, and decided to put its own brand name on these sourced products. After a time, Caterpillar began experiencing higher-than-normal customer complaints from the field. Further investigation revealed that although the batteries’ quality and performance hadn’t eroded, the customers’ expectations were heightened by the Caterpillar branding. Firefly’s technology is an innovative material science that removes most of the limitations of lead-acid batteries. The materials also hold the promise of major simplification for manufacturing of lead-acid batteries and will potentially deliver more flexible form factors or



configurations, which may be the catalyst to change the entire distribution and profitability models of the battery industry. In the advanced battery architectures that Firefly has perfected, the MicrocellTM composite foam “grids” are impregnated with a slurry of lead oxides which are formed up to the sponge lead and lead dioxide in the normal fashion. Because of the foam structure, the resultant negative and positive plates have enormous surface-area advantages over conventional lead acid grid structures. This results in much-improved active material utilisation levels (i.e. from the historical 20-50% up into the range of 70-90%) as well as enhanced fast-recharge capability and greater high-rate/low-temperature discharge times. Firefly’s Microcell Technology™ fundamentally changes the performance of active materials within the lead acid cell due to its unique architecture. Overall, the Firefly foam electrode structure results in a redistribution of most of the electrolyte (the biggest “resistor” in a lead acid battery) into the pores of the foam plate, in closer proximity to the lead chemistry. This is in contrast to a traditional lead acid battery where most of the electrolyte is in the separator, more distant from the plate’s chemistry. Each foam wafer contains hundreds or thousands of spherical microcells (depending on the foam pore diameters). This leads to enhanced active-material utilisation levels, because each microcell has its full complement of sponge lead or lead dioxide and sulfuric acid electrolyte. Liquid diffusion distances are reduced from the traditional levels of millimeters over linear paths (the conventional “2D” diffusion mechanism) to the level of microns in the three-dimensional space within the discrete microcells that collectively comprise a totally new type of electrode structure (what Firefly calls a “3D” electrode). Such a structure results in much higher power and energy delivery and rapid recharge capabilities relative to conventional lead acid products. These foam electrodes can be used in either flooded or VRLA battery designs. Firefly Energy has developed two significant technologies that will deliver advanced battery performance for an entire spectrum of uses served by lead acid, nickel, and lithium based chemistries. The two technologies, 3D and 3D2, involve the use of a porous three dimensional material in either flooded or VRLA battery designs. Implementation of this technology successively does away with the corrodible lead grids found in conventional lead acid battery design, and allows delivery of the full power potential of lead acid chemistry for energy storage. This breakthrough delivers a formidable jump in specific power, energy, and cycle life. The resulting products possess performance parameters comparable to advanced materials (lithium and nickel-based) batteries, but at costs potentially far below these high performance batteries. As the initial implementation phase of its MicrocellTM foam grid technology, Firefly’s 3D cell architecture involves replacing the conventional lead metal-based negative plate with a foam electrode. These products are configured in such a way as to be easily incorporated into existing lead acid manufacturing processes possessed by all existing lead acid manufacturers. Because of this relatively seamless integration into established manufacturing techniques, it is Firefly’s intention to manufacture the pasted foam negative electrodes and supply them to existing lead acid manufacturing partners who will incorporate them into finished battery products. North Star Battery and Crown Battery have already signed deals. To all outward appearances, these batteries will be indistinguishable from currently available products.



Furthermore, they will have similar charge / discharge performance and other fundamental properties. Due to the use of an electrolyte compatible with conventional lead acid cell designs, the open circuit voltages and recharge float voltages correspond to those of conventional lead acid batteries. This condition permits the use of conventional lead acid chargers with Firefly Energy’s 3D batteries. Firefly’s technology does increase surface area, tremendously. This has the obvious benefit of increasing the interface area between the active chemistry and the electrode, yielding better and faster utilisation of the chemistry. Beyond that, fast charge and discharge rates are now achievable, and a higher percentage of active material is accessible, so efficiency goes up. In fact, utilisation efficiencies can potentially rise over 90%. The Firefly Energy architecture goes well beyond the traditional lead acid construction. Firefly’s three-dimensional MicrocellTM composite plate will result in a significant increase in active material utilisation levels. The key lies in the basic construction of the Firefly composite plate. Lead plates have a linear structure that requires electrolytic diffusion over relatively large distances. Firefly’s diffusion paths are much shorter, which means that under very high current loads, the effect of electrolyte diffusion would not be significant unless a full discharge was carried out in five seconds or less. In addition, if the proper balance of active materials and electrolyte is achieved in the Firefly design, utilisation levels well in excess of the practical limit of upto 67% should be achieved due to the dispersed nature of lead sulfate (PbSO4) build-up. Thus, lead sulfate buildup is not as likely to “shut down” the discharge reaction by choking off electrolyte diffusion. Moreover, since electrolyte diffusion paths in the Firefly electrodes are in the order of microns rather than millimeters – a potential improvement of two to three orders of magnitude – this change in electrode design should result in large increases in active-material utilisations and high-rate discharge capacities, as well as sharp reductions in recharge times. Though economical in many applications, lead-acid batteries have a relatively low specific-energy and, similar to competitive current batteries, are severely affected by cold temperatures. This effect, or increase in internal resistance, is due to the “slowing down” of the battery’s chemical-reaction and ion-diffusion rates. As a ‘rule of thumb’, reaction rates are cut in half for each 10ºC drop in temperature. Cold cranking is a discharge which needs a high current, and reaction-rates are critical to sizing a battery. A high current implies a lot of active material conversion in a short time, and this is related to the amount of electrode surface area covered with active-material that is available for conversion. Therefore, a starter battery needs a lot of surface area (meaning a large number of lead plates). Sizing a lead-acid battery for starting applications at -27ºC, for example, requires an approximate doubling in size increase over room temperature operation. Because of an acknowledged corrosion rate for the positive lead grids in lead-acid batteries, attempts to increase cold temperature starting power by increasing electrode surface area without “sizing up” the overall battery, results in short warm temperature life. Firefly’s 3D, and 3D2, products are claimed to have outstanding discharge performance at low ambient temperatures relative to flooded lead-acid and VRLA batteries. This is due to the extremely high electrochemically-available surface area of the MicrocellTM foam coated with sponge lead. The Firefly 3D negative, with hundreds or thousands of tiny cells, each with its



own complement of sponge lead and electrolyte, is ideal for discharge (and charge) conditions where electrolyte diffusion is limited by surface area, distance or temperature. Diffusion rates at low temperatures are reduced in a 3D cell just as they are in conventional commercial products, but the distances travelled to react with the sponge lead are much smaller. This enhanced electrolyte supply also results in higher, flatter voltage-time curves on discharge, which means higher energy outputs when combined with the lower current densities that accrue from the high foam electrochemical surface area. As the temperature is lowered, it takes more power to start the engine, due mainly to increased oil viscosity, at the same time that the available power from the battery drops to only 40% of what can be provided at ambient temperature when the car is started at –18°C. By comparison, a Firefly 3D battery will provide almost 70% of its ambient-temperature power at –18°C. This means that Firefly’s 3D engine-start battery could be smaller to have the same cold-crank amps, or it would be more powerful and last longer if its size were comparable to a commercial product. The Firefly composite plate technology is distinctly different from traditional batteries, and the net result is that Firefly’s battery does not need to be “sized up” for cold weather performance. The optimum operating temperature for a lead-acid battery is 25°C. Lead grids corrode in the acidic electrolyte in the presence of lead dioxide, the positive plate’s active material. Firefly batteries have superior performance in terms of thermal management. The heat-transfer characteristics of the MicrocellTM foam are even better than metals such as aluminum and copper, and approach that of diamond. Even though the Firefly 3D design utilises a standard lead grid positive plate, the Firefly negative foam plate operates much cooler, and generates a “calming” influence to reduce the temperature of the lead grid positive. The thermal response patterns for these materials used mean that the heat transfer performance of Firefly’s carbon-graphite foam-based battery technology is outstanding. Thus, batteries made with MicrocellTM foam electrodes will transfer heat out of the battery rapidly as it is generated by the electrochemical reactions taking place, thus making thermal runaway less likely, and enabling overall “cool” battery operation compared to conventional lead-acid batteries. The fact that heat is generated more uniformly and dissipated rapidly translates to longer life in many applications. A full discharge of today’s lead acid battery causes extra strain, and each cycle robs the battery of a small amount of capacity. In lead-acid batteries, deeper discharges convert larger amounts of charged active-material into lead sulfate. Lead sulfate has a significantly larger volume, about 37% more, than the charged material, and this volume change stresses the electrode structures. This expansion induces mechanical forces that deform the grid, and ultimately result in the lead grid “disappearing” into the paste. The resulting expansion and deformation of the plates also causes active material to separate from the electrodes with a commensurate loss of performance. Additionally, over time, sulfate crystals can grow together, resulting in large lead sulfate crystals that are difficult or impossible



to convert back into the charged state. This wear-down characteristic also applies to other battery chemistries in varying degrees. To prevent the battery from being stressed through repetitive deep discharge, a larger lead acid battery and shallower discharges are typically recommended. Depending on the depth of discharge and operating temperature, the sealed lead-acid battery provides 200 to 300 discharge/charge cycles. Short cycle life also results from grid corrosion of the positive electrode, which undergoes extensive oxidative stress during extended recharge conditions. These changes are exacerbated at higher operating temperatures. In contrast, Firefly’s composite plate technology provides a design which fully accommodates the volume changes of the active material during charge and recharge. Within each Firefly plate is contained a full compliment of active materials, electrolyte, and volume which will allow complete discharge without causing physical stress on the plate itself. This results in an electrode plate which does not undergo volume change during deep discharges. Firefly’s electrode material is not reactive in the lead-acid chemistry and so does not corrode. This is in part due to a natural stability of the base material, but is also due to the formation process used which maximises exposure of the most chemically resistive surfaces and minimises exposure of chemically less-stable surfaces. The growth of large sulfate crystals is also restricted, resulting in a low incidence of crystals which are too large to recharge. The strong resistance of Firefly’s electrode material to corrosion also severely reduces the deleterious effects of long recharges. Because of the removal of grid corrosion as a life-limiting factor, the Firefly approach offers significant improvements over conventional lead-acid technologies in both float and deep-cycle applications. Cycling in irregular applications such as partial-state-of-charge (PSoC) regimes used in hybrid vehicles energy storage are also well suited to 3D technology. This is because the conditions of partial or heavy sulfation of the negative plate – a process that can render present-generation lead acid products unrecoverable – are easily reversed in 3D products, even after long periods of storage. Sulfation reversal is achieved because the nature of the lead sulfate deposits in 3D cells is fundamentally different from those in traditional lead acid cells. In the latter, lead sulfate is deposited on the surfaces of the plates in dense layers of relatively large crystals, somewhat remote from the lead grid members. Because the sponge lead active material in a 3D cell is deposited on the walls of the many small pores in thin layers, and the high surface areas in the foams result in relatively low current densities, the lead sulfate deposits comprise small, porous crystal structures (on the order of 3-10 microns, much smaller than in commercial products) that are easily dissolved on the subsequent recharge. Moreover, these very small crystal sizes grow slowly over time. A final factor that facilitates recharge is the proximity of the composite foam, as well as residual sponge lead, that can act as efficient current-carrying paths during recharge for the small, local deposits of lead sulfate crystals. Float and cycle lifetimes for 3D batteries have yet to be fully determined, but it is anticipated that they will be superior to those of comparable lead acid products due largely to the superior thermal conductivity levels of the composite foam relative to conventional lead electrodes, in combination with lower cell impedances and negative plate current densities.



Atraverda As with the Firefly battery, Atraverda’s is a lead-acid based technology that uses Ebonex®, a titanium suboxide ceramic material which has a unique combination of metallic-like electrical conductivity along with the high corrosion resistance of ceramics. This is used to build VRLA bipolar batteries with absorbent glass mat (AGM) separators. To avoid the problems of making a seal to the lead a thermal plastic matrix houses the Ebonex® plate with a lead alloy foil on the outer surface. Atraverda claims the batteries energy density (WH/l) and specific energy (Wh/kg) to be on a par with the more costly NiCad batteries. The company plans to license its Ebonex® technology to battery manufacturers for them to incorporate it into conventional battery production lines.

Axion Power Axion is developing advanced batteries and an energy storage product based on its patented lead carbon battery, PbC Technology™. Axion’s technology uses negative electrodes made of microporous activated carbon with a very high surface area. The result is a battery-supercapacitor hybrid that uses less lead. The Axion PbC® is a “platform technology” which means that energy storage devices based on this technology can be configured to accommodate a wide range of energy storage and power delivery requirements by changing the number, geometry and arrangement of the electrodes. Axion claims its PbC® represents the first major advance in lead-acid battery technology for 30 years. The full technical description of Axion’s proprietary PbC® technology is a “multi-celled asymmetrically supercapacitive lead-acid-carbon hybrid battery.” Like a lead-acid battery, the battery consists of a series of cells. However, the individual cells construction is more complex: where the negative electrodes in lead-acid batteries are simple sponge lead plates, Axion’s negative electrodes are five-layer assemblies that consist of a carbon electrode, a corrosion barrier, a current collector, a second corrosion barrier and a second carbon electrode. These electrode assemblies are then sandwiched together with conventional separators and positive electrodes to make the battery, which is filled with an acid electrolyte, sealed and connected in series to the other cells. Axion has been testing laboratory prototypes of its PbC® batteries since April 2004. The test protocol requires a complete charge-discharge cycle every seven hours to a 90% depth of discharge. During testing, the prototypes have withstood more than 1,600 cycles before failure. In comparison, most lead-acid batteries designed for deep discharge applications can only survive 300 to 500 cycles under these operating conditions.



Based on the work completed during the laboratory development stage, Axion believe its prototypes will offer several key performance advantages over conventional lead-acid batteries, including: higher power delivery rates; faster recharge rates; longer cycle lives in deep discharge applications and minimal maintenance. The research has focused on developing the intellectual property, characterising baseline performance, developing proprietary treatment processes for the activated carbon uses in the electrodes, developing proprietary designs and manufacturing techniques for electrode assemblies and fabricating a series of material and design evaluation prototypes that range from single cell to multi-cell batteries.

A123 Systems A123Systems’ automotive class Lithium Ion™ cells uses proprietary Nanophosphate™ technology to design highly abuse-tolerant products at the cell and system level to deliver safety for automotive applications. Proprietary M1HD electrode design delivers higher energy density and Wh throughput while maintaining industry leading power density. A123 batteries have a long cycling life and low impedance growth over thousands of cycles, enabling A123 to deliver a lower cost battery system by minimising the need for pack oversizing to meet automotive requirements. Nanophosphate lithium ion technology enables an ultra wide State of Charge (SOC) operating window which allows more extensive use of each cell in a system and further reduces the need for pack oversizing. Very high power at lower SOC set points enables higher usable energy in extended range EV platforms. A flatter voltage profile provides more consistent power delivery over the entire drive cycle. The 32 Series automotive class Lithium Ion™ Cells have been developed by A123Systems specifically for the impending transportation revolution. To that end, A123 has developed two automotive class lithium ion cells, the high power AHR32113M1Ultra and the more energy dense AHR32157M1HD. These two cells, designed for HEV and PHEV applications offer very low cost per Watt and Watt-hour, respectively. The AHR32113 uses the new Ultra electrode design, offering yet higher power over that seen in the traditional ANR26650M1. Alternatively, the 32157 uses a more energy dense electrode, geared for the higher energy requirements of the PHEV marketplace, while not sacrificing the power capability needed for charge-sustaining operation. A123Systems currently supplies batteries and battery systems to multiple light duty vehicle programs with leading American and European automakers and tier ones, as well as innovative new companies like Project Better Place and Th!nk.



EEStor Perhaps one of the most intriguing developments in the battery field is from this secretive company based in Cedar Park, Texas. In reality this is an electrical energy storage unit (EESU) rather than a battery as currently defined and if their claims are ever verified – specific energy upto 280 Wh/kg compared to a lithium-ion’s 120 and lead-acid’s 32-40 Wh/kg – they will have achieved the modern day equivalent of the alchemist’s search for iosis. EEStor’s system is based on high permittivity (the ability of a material to store electricity) titanate ceramic powder which is double coated, first with aluminium oxide and, secondly, with calcium magnesium aluminosilicate glass. EEStor claims that its patented method of sintering the grains together eliminates the gaps between the grains of coated barium titanate powder turning it into a bulk ceramic with the same properties as individual barium titanate crystals. EEStor is claiming a permittivity rating of more than 18,500, compared to an ultracapacitor’s 20 to 30. If this is ever verified then it will have a profound effect on vehicle electrification, as the EESU would give electric cars a 500 Kms range (300+miles) with rapid recharging. However, industry experts are deeply sceptical of EEStor’s claims maintaining that the bulk materials will disintegrate. Nevertheless, Canada’s Zenn electric car company has signed a multi-million dollar deal with EEStor for exclusive use of the EESU in vehicles upto 1,400 Kgs, whilst defense contractor, Lockheed Martin, has signed a deal for military applications and GM has admitted to being in contact with EEStor. The downside is that production and delivery have been delayed more than once. Only time will tell if there is any validity behind EEStor’s wildly ambitious claims.

Altairnano Altairnano is the first company to replace traditional graphite materials used in conventional lithium-ion batteries with a proprietary, nano-structured lithium titanate. Establishing a research program in 2000 to develop lithium-ion cell technology for power-dependent applications, Altairnano set about to solve the limitations associated with conventional lithium-ion technologies, including cycle and calendar life, safety, recharge time, power delivery, and ability to operate in extreme temperatures. Altairnano’s research into the electro-chemistry of battery materials discovered nano-structured lithium titanate, which when used to replace graphite in conventional lithium-ion batteries, results in distinctive performance attributes required by power-dependent energy storage applications. This fundamental breakthrough in battery technology was announced by Altairnano in February 2005 and has since been used as the core technology in the development of the company’s advanced energy storage and battery systems.



Based on its patented technology Altairnano offers 11 and 50Ah batteries that feature unique fast-charge, abuse tolerance, and extreme long life along with cold temperature charging. Some key advantages include: large configuration choices; greater temperature versatility with ranges of -40º C to 55º C; three times more powerful than existing batteries; long cycle life exceeding 5000 charges; fast charge/discharge rates within 10 minutes and, higher levels of operational abuse tolerance than existing batteries.

Nanowire Nanowire batteries were invented at Stanford University in the USA in 2007 by a team led by Dr Yi Cui, assistant professor of materials science and engineering. The new version produces ten times the amount of electricity as existing lithium ion batteries. The electrical storage capacity of a Li-ion battery is limited by how much lithium can be held in the battery’s anode, which is typically made of carbon. Silicon has a much higher capacity than carbon, but also has its own drawback. Silicon placed in a battery swells as it absorbs positively charged lithium atoms during charging then shrinks during use as the lithium is drawn out of the silicon. This expand/shrink cycle typically causes the silicon, often in the form of particles or a thin film, to pulverise, degrading the batteries performance. Cui’s battery gets around this problem with nanotechnology. The lithium is stored in a forest of tiny silicon nanowires, each with a diameter one-thousandth the thickness of a sheet of paper. The nanowires inflate to four times their normal size as they soak up lithium. But, unlike other silicon shapes, they do not fracture. Research on silicon in batteries began three decades ago but people gave up on it because the capacity wasn’t high enough and the cycle life wasn’t good enough. For their experiments, the Stanford team grew nanowires on a stainless steel substrate, providing an excellent electrical connection. Cui predicted that nanowire batteries could be in production by 2012.

Beltway Battery The Beltway Battery is a development of existing lithium-ion batteries that, because it simply changes the process by which the battery is made and uses existing materials, could be in production within two years according to its inventor, Gerbrand Ceder, the Richard P. Simmons professor of Materials Science and Engineering at the Massachusetts Institute of Technology (MIT), USA. The advance could usher in smaller, lighter batteries, for mobile ‘phones and other devices, that could recharge in seconds rather than hours. The work could also allow for the quick recharging



of batteries in electric cars, although that particular application would be limited by the amount of power available to a homeowner through the electric grid. State-of-the-art lithium rechargeable batteries have very high energy densities and are good at storing large amounts of charge. The trade-off is that they have relatively slow power rates and are sluggish at gaining and discharging that energy. Traditionally, scientists thought that the lithium ions responsible, along with electrons, for carrying charge across the battery simply move too slowly through the material. About five years ago, however, Ceder and colleagues made a surprising discovery. Computer calculations of a well-known battery material, lithium iron phosphate, predicted that the material’s lithium ions should actually be moving extremely quickly. Further calculations showed that lithium ions can indeed move very quickly into the material but only through tunnels accessed from the surface. If a lithium ion at the surface is directly in front of a tunnel entrance, there’s no problem: it proceeds efficiently into the tunnel. But if the ion isn’t directly in front, it is prevented from reaching the tunnel entrance because it cannot move to access that entrance. Ceder and Byoungwoo Kang, a graduate student in materials science and engineering, devised a way around the problem by creating a new surface. To improve the batteries, the researchers modified an electrode material called lithium iron phosphate to allow electrons and ions to move in and out of it much more quickly. The advance is based on computer models that Ceder developed in 2004. The models suggested a way to improve conductivity by directing lithium ions toward particular faces of crystals within the material. To exploit this, Ceder included extra lithium and phosphorus. This helps form a layer of lithium diphosphate, a material known for its high lithium-ion conductivity. He says that ions encountering the material are quickly shuttled to faces that can pull them in, allowing for very fast discharging. Using their new processing technique, the two went on to make a small battery that could be fully charged or discharged in 10 to 20 seconds (it takes six minutes to fully charge or discharge a cell made from the unprocessed material). The new high rate, the researchers calculate, would allow a one-litre battery based on the material to deliver 25,000 watts, or enough power for about 20 vacuum cleaners. The new batteries would store nearly ten times as much energy as an ultracapacitor of the same size. Ceder notes that further tests showed that unlike other battery materials, the new material does not degrade as much when repeatedly charged and recharged. This could lead to smaller, lighter batteries, because less material is needed for the same result. The technology has been nicknamed the “beltway battery”, after the orbital motorway in Washington DC and has been licensed by A123Systems of Watertown, USA.



However, the energy capacity of lithium iron phosphate is lower than that of other lithium-ion battery materials, making Ceder’s advance of limited value, according to Jeff Dahn, a professor of physics at Dalhousie University, in Halifax, Nova Scotia, who claims it would be good for acceleration, but not as much for long range.

Thin Metal Film lead-acid Thin Metal Film (TMF) is a process patented by Bolder Technologies Pte Ltd., based in Singapore. Currently only used as portable starters for automotive and marine engine applications, Bolder maintains its system is eight to ten times more powerful than conventional lead acid batteries but weighs six times less and is six times smaller. Unlike a conventional battery the cylindrical TMF has a central insulating core around which are wrapped a double layer of 0.05mm thick lead foil coated with 0.08mm lead oxide on both sides and separated by 0.2mm glass microfibre, resulting in alternate layers of lead foil protruding from either end. This creates a large surface area allowing an increased amount of active material for charge and discharge. A valve relieves any extra gas that might be created through over-filling. Outputs as high as 900W/kg and 70% depth of discharge are claimed with recharging taking less than 15 minutes. Bolder also maintains its system has greater cold-weather performance than conventional lead-acid batteries.

Nickel-iron Thomas Edison invented the nickel-iron battery in 1901 in an attempt to provide the nascent electric car industry with a better battery that would deliver greater performance and, especially, range. However, the advent of cheap petrol killed off the electric car and the nickel-iron battery was consigned to commercial, stationary applications. The great advantage of these batteries is their robustness, and it is known that some of Edison’s batteries are still operational. Whilst Australia’s Ironcore Power claims its batteries will last up to 20 years with regular discharge to 50%. However, given that today’s manufacturing technology is far superior than in the early 1900s, Ironcore Power believes these NiFe batteries have the possibility of many years in excess of the 20 years, by discharging the same as you would with a lead acid battery and by replacing the electrolyte when the battery is taking longer to charge or hold its rated capacity. The electrolyte is a combination of potassium hydroxide, lithium hydroxide mixed with distilled or de-ionized water. Water makes up around 85% of the electrolyte. Electrolyte replacement is inexpensive when compared to battery replacement. Nickel iron batteries like to be worked and thrive on hard work and cycling. Nickel iron batteries are made up from individual cells: Each cell has a nominal voltage of 1.2 volts. No matter the size of the cell, all nickel iron cells are 1.2volts. To make a battery, you add



cells together until you get the voltage you require. For example: 6 Volts = 5 x 1.2volt cells; 12 Volts = 10 x 1.2volt cells; 24 Volts = 20 x 1.2volt cells; 48 Volts = 40 x 1.2volt cells. The advantage of making a battery up from individual cells is that if one cell fails, you replace that cell. With most other batteries, when a cell fails you need to replace the entire battery. The NiFe battery has an efficiency of around 80%. A new battery is slightly more efficient and usually levels off as it is used until it reaches its normal efficiency which is then held over the rest of its life. This means that over the life of a nickel iron battery it will be more efficient than most other batteries as other batteries’ efficiency reduce dramatically nearing the end of their life. NiFe batteries will perform adequately down to -20°C with a maximum power density of 100 W/kg. Their relatively higher cost is offset by their durability. In 1993 Eagle Picher developed a commercial van powered by NiFe batteries, but the project seemed to have faded into the wilderness.

Nickel-zinc Like nickel-iron, these batteries were invented well before science and materials were sufficiently sophisticated to take advantage of the theory. However, they differ from NiFe batteries in that nowadays they are under intense development as a possible power source for EVs. These were developed by an Irish chemist, Dr. James J. Drumm (1897-1974) and installed in four 2-car Drumm Railcar sets between 1932 and 1948 for use on the Dublin-Bray line. Although successful they were then withdrawn when the batteries wore out. Early NIZn batteries were plagued by a limited number of discharge cycles due to the growth of dendrites which are thin, conductive crystals that might penetrate the separator membrane between electrodes. This leads to internal short circuits and premature failure, long before the 800-1,000 charge/discharge cycle life claimed by most vendors. Incidentally, Thomas Edison was also awarded a US Patent for a recharged NiZn battery system in 1901. In a comparative study published by The SAO/NASA Astrophysics Data System, NiZn batteries came out very highly recommended showing that:

1. “The 70 W h/kg (at the 1 hour rate) gravimetric energy density of the nickel-zinc

battery is about 3.5 times better than that of the lead-acid traction battery, and two-thirds that of the sodium-sulphur battery;

2. “The nickel-zinc system’s sustained power density of 150-200 W/kg is five times

better than that of lead-acid traction batteries and twice as good as the sodium-sulphur system;



3. “The volumetric energy densities of nickel-zinc and sodium-sulphur batteries is more than twice that of the lead-acid traction device;

4. “The nickel-zinc battery has a flatter discharge profile over its full capacity range

than the sodium-sulphur and lithium-sulphur systems. It is concluded that the nickel-zinc device is the most attractive candidate for medium-term electric vehicle applications.”

Critics point out that the fundamental problem of dendrite growth limits the maximum number of deep discharges to less than 300 unless solutions such as electrochemically impregnated sintered nickel positive electrodes or special microporous separators are built in. Other means of restricting dendrite growth have involved additives for the zinc electrode and electrolyte, exciting or mechanically cleaning the zinc electrodes or holding zinc electrode slurry in a matrix. New York-based Xellerion claims to have overcome these shortcomings using a patented, non-porous, solid-state, polymer-based, hydroxide-ion conducting membrane to solve the dendrite problem. Based on discoveries made at its parent company, eVionyx, this unique membrane effectively stops dendrite formation while preserving the high power and energy densities inherent in NiZn batteries without involving costly materials or manufacturing processes. A rechargeable NiZn battery will compete with cells such as nickel cadmium (Ni-Cd), lithium-ion (Li-Ion), nickel metal hydride (Ni-MH), and lead acid. Lead acid and Ni-MH should be the nearest to NiZn in cost and performance, but the Xellerion NiZn battery is claimed to be superior to all of these cells as shown below :

Comparison of Nickel Zinc to competing battery technologies

Type Status Specific Energy(Wh/kg)

Acid

Peak Power(W/kg)

Cycle Life(#cycles)100%

DOD*

Charge Time(100%)(Hr)

Cost($kWh) Environmental Friendly?

VRLA Lead Acid

Commercial 30-40 150-200+ 100-200 3-20 100-250 No

Ni-Cad

Commercial 20-50 100-1000 800-3000 3-8 800-1000 No

Ni-MH

Commercial 50-80 200-1000 600-1200 3-8 1000-1300 Yes

Li-Ion

Commercial 100-150 <1000 600-1200 3-8 1500-3000 Yes

Ni-Zn

Development 55-65 500-800 300-500 1-4 150-500 Yes

*Depth of Discharge

Source: Xellerion Deep-discharge lead acid batteries are the closest competitors to the Xellerion NiZn battery in overall performance for transportation applications. While lead acid batteries are inexpensive, they have lower power and energy densities compared to NiZ. The Xellerion NiZn battery has almost twice the specific energy of a lead acid battery. The specific power is three to five times that of a deep-discharge lead-acid battery. In addition, Lead Acid batteries are not environmentally friendly.



The Xellerion battery has five times the cycle life of these batteries, which cannot generally achieve more than 100 deep cycles. NiZn can be continuously deep-discharged to 100% for over 500 cycles without damage to the cell. Deep discharge lead acid batteries will lose their rechargeability if they are discharged beyond 80% of their capacity. PowerGenix solves the dendrite problem using a patented electrolyte formulation that reduces zinc solubility and prevents dendrite shorting problems. The capabilities of the cell were further enhanced with patented advancements in both the positive and negative electrode composition that are free of any heavy metal elements. Additionally, the company has a strong and broad intellectual property position that addresses all major aspects of the cell chemistry as well as engineering and construction details that enable the use of existing nickel-cadmium equipment manufacturing for production of the cells. Based in San Diego, USA, its manufacturing partner is Chinese battery maker, Hunan Corun Hi-Tech Co., Ltd. Others offering NiZn batteries include France’s SCPS and China’s Shenzhen Optimum Battery Co.

Nickel-cadmium These batteries are another example of a technology developed ahead of its time. The first NiCd batteries were made in Sweden by Waldemar Jungner in 1899 but didn’t go into series production in the USA until 1946. They are made up of a sintered positive nickel electrode and a sintered cadmium negative electrode that can also be plastic bonded. Interleaving them is a separator that absorbs the free electrolyte. Because of their relatively high 50Wh/kg energy density and 200 W/kg, combined with the ability to cope with high charge and discharge rates, they have attracted interest from some OEMs, especially PSA Peugeot-Citroën in the mid 1990s and the original Th!nk four or five years later. Although relatively costly they will tolerate as many as 2000 deep discharge charges cycles, but against NiCd batteries suffer from a “memory effect” if they are discharged and recharged to the same state of changes over their life cycle. The apparent symptom is that the battery “remembers” the point in its charge cycle where recharging began and during subsequent use suffers a sudden drop in voltage at that point, as if the battery had been discharged, although the capacity of the battery is not actually reduced substantially. Of greater concern is the toxicity of the cadmium which is a heavy metal and calls for costly manufacturing and recycling requirements. Vented NiCd batteries are used in aerospace applications, typically for starting aircraft engines.



Nickel-metal hydride Nickel-metal hydride, or NiMH, batteries have been selected for a range of electric and hybrid cars including the original GM EV1, Honda EV Plus, Toyota Prius as well as other GM and Ford products. Today’s hybrids, such as the latest Toyota Prius and Honda Insight, also employ this battery technology. Nickel-metal-hydride batteries are related to sealed nickel-cadmium batteries and only differ from them in that instead of cadmium, hydrogen is used as the active element at a hydrogen-absorbing negative electrode (anode). This electrode is made from metal hydride alloys such as lanthanum and rare earths that serve as a solid source of reduced hydrogen that can be oxidised to form protons. The electrolyte is alkaline potassium hydroxide and the cell voltage is 1.2 Volts The NiMH battery was patented in 1986 by Stanford Ovshinsky, founder of Ovonics. The components of NiMH batteries include a cathode of nickel-hydroxide, an anode of hydrogen absorbing alloys and a potassium-hydroxide (KOH) electrolyte. Like NiCd batteries, nickel-metal hydride batteries are susceptible to a “memory effect” although to a lesser extent. They are more expensive than Lead-acid and NiCd batteries, but they are considered better for the environment. The energy density is more than double that of Lead acid and 40% higher than that of NiCads They accept both higher charge and discharge rates and micro-cycles thus enabling applications which were previously not practical. In their favour NiMH batteries have high energy density, whilst using NiMH batteries up to 3,000 cycles at 100% Depth of Discharge (DOD) has been demonstrated. At lower depths of discharge, for example at 4% DOD, more than 350,000 cycles can be expected. Rapid charge in one hour is possible and they have a wide operating temperature range and are environmentally friendly with no cadmium, mercury or lead. On the downside there is a very high self discharge rate, nearly ten times worse than lead acid or lithium batteries and the battery deteriorates during long time storage. This problem can be solved by charging and discharging the battery several times before reuse. This reconditioning also serves to overcome the problems of the “memory” effect. However, high rate discharge is not as good as NiCads and they are less tolerant of overcharging than NiCads. Finally, cell voltage is only 1.2 Volts which means that many cells are required to make up high voltage batteries.

Sodium-sulphur Sodium sulphur batteries are constructed from sodium (Na) and sulphur (S) and have a high energy and high efficiency of charge/discharge of 89% to 92% together with a long cycle life, and is fabricated from inexpensive materials. However, because of the high operating temperatures



of 300° to 350°C and the highly corrosive nature of the sodium polysulfides, these cells are more suitable for large-scale non-mobile applications such as grid energy storage. Ironically, the first sodium-sulphur batteries were developed in the Ford Research Laboratories in Dearborn, USA in 1991 to power an electric prototype of the then Ford Ecostar van. The high temperature of sodium sulphur batteries presented difficulties for electric vehicle use, however, and with the development of other battery types better suited to automotive use, the Ecostar never went into production.

Sodium-nickel chloride The history of this battery has been somewhat contorted since it was first developed in South Africa in 1985 by Dr. Johan Coetzer as part of the Zeolite Battery Research Africa Project which gives it its more common name of Zebra. Subsequently it passed on Beta R&D and then AEG-Zebra before being acquired by the Swiss group, MES-DEA S.A. in 1999. It’s similar in structure to the sodium-sulphur battery except that a nickel chloride positive electrode replaces the liquid sulphur positive electrode used in the sodium-sulphur battery. The major perceived drawback of the sodium nickel chloride battery is that it is a high temperature technology. The battery has to be maintained at an internal operating temperature of between 270°C and 350°C for efficient operation. While the battery is being used, this causes no energy penalty since the internal resistance of the Zebra battery converts resistive losses to heat with 100% efficiency. All batteries have internal resistance and in all batteries, this internally generated heat has to be removed by a cooling system to prevent overheating. Therefore in the case of the Zebra battery, the heat generated during operation can be used to maintain the temperature. However, when the vehicle is not in use, the battery will start to cool down. After about four hours, external heat has to be applied to maintain the temperature. The battery contains a heater which can be powered by the mains or powered by the battery itself. If the vehicle is left overnight it can be plugged in to both recharge it and to keep the battery hot. If the vehicle is left for more than four hours in a location without access to a source of mains power, the onboard DC heater switches on to maintain the temperature. The finished battery package with control electronics has a specific energy density of 90 - 120Wh/kg (depending on format) and a volumetric energy density is 166Wh/l. The Zebra battery will withstand at least 1,000 100% DOD charge/discharge cycles including any type of partial charge/recharge.



Lithium-iron sulphide Yet another high temperature battery, this time operating at 450°C, but with the added complication of using lithium which restricts which electrolyte can be used. Furthermore it is intolerant of overcharging and there are recycling issues with the toxic lithium content. However, it does demonstrate very good performance with a potential maximum energy density of 150Wh/kg and a power density of 300 W/kg combined with 1,000 deep discharge cycle.

Lithium-solid polymer Cells sold today as polymer batteries have a different design from the older lithium-ion cells. Unlike lithium-ion cylindrical, or prismatic cells, which have a rigid metal case, polymer cells have a flexible, foil-type (polymer laminate) case, but they still contain organic solvent. The main difference between commercial polymer and lithium-ion cells is that in the latter the rigid case presses the electrodes and the separator onto each other, whereas in polymer cells this external pressure is not required because the electrode sheets and the separator sheets are laminated onto each other. Since no metal battery cell casing is needed, the battery can be lighter and it can be specifically shaped to fit the device it will power. Because of the denser packaging without intercell spacing between cylindrical cells and the lack of metal casing, the energy density of Li-poly batteries is over 20% higher than that of a classic Li-ion battery. For optimum results these batteries operate at temperatures between 80°C and 120°C, producing 150Wh/kg energy density and 300W/kg specific power. Challenges include longer charge times and slower maximum discharge rates compared to more mature technologies. Li-poly batteries typically require more than an hour for a full charge. Recent design improvements have increased maximum discharge currents from two times to 15 or even 30 times the cell capacity (discharge rate in amps, cell capacity in amp-hours). In recent years, manufacturers have been declaring upwards of 500 charge-discharge cycles before the capacity drops to 80%. Another variant of Li-poly cells, the “thin film rechargeable lithium battery”, has been shown to provide more than 10,000 cycles.

Lithium-ion Lithium-ion cells differ in their structure from lithium-solid polymers by replacing the negative lithium plate with a material such as graphite or tin oxide. When the cell is charged lithium is contained within the negative plate’s atomic structure. As the cell is discharged the lithium ions transfer to manganese, cobalt or nickel oxide positive side via the organic electrolyte and vice versa when charging.



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Typically cells have energy density in the region of 120 Wh/kg and a 1000 cycle deep discharge life. However with development this has increased to 35kWh, a 3,500 deep discharge life together with 120 Wh/kg.

Zinc-air Some might consider this to be closer to a fuel cell rather than battery technology, but it does have potential, especially for urban buses and delivery vehicles. The revolutionary zinc-air fuel cell is the heart of the electric fuel zinc-air fuel cell energy system. Each fuel cell module contains 47 individual air-breathing zinc-air cells connected in series and can discharge 17.4 kWh before it has to be refueled with fresh zinc fuel. Electric fuel’s transit bus carries three trays of six modules each, which means that the bus is fuelled with 312 kWh of on-board energy. In the centre of each individual cell is the zinc fuel: a replaceable anodic fuel cassette made of zinc particles in an electrolyte solution of potassium hydroxide (KOH). The anode, inserted into a separator envelope, is flanked on two sides by high-power oxygen reduction cathodes. When the fuel cell is in operation, oxygen is extracted from the air by electrochemically reducing it at the cathode to hydroxide ions. These ions then react with the zinc fuel inside the cell, producing the zinc oxide (the same material used in sunblock). The other end-product of this reaction is plenty of energy. The on-board zinc-air fuel cell yields a practical specific energy of around 200 Wh/kg and specific peak power of 90 W/kg at 80% depth of discharge. The zinc-air fuel cell is air-cooled to save weight and energy. Because blowing too much reaction air across the cell face would dry out the cell, Electric Fuel developed a unique method of using a second air flow to cool the reaction air through thin plastic heat transfer panels. The cooled reaction air, in turn, cools the cell. Electric fuel has patented this cooling method in the US and around the world. Fleet operators need their vehicles on the go, all the time. To minimise down-time and to take alternative fuel infrastructure offsite, Electric Fuel has pioneered the concept of central regeneration plants for spent fuel cells. Rather than requiring drivers to recharge individual vehicle batteries by plugging them into an outlet, depleted Zinc-Air fuel cell modules are quickly exchanged for new ones. And instead of expecting a transit operator to operate an on-site charging facility, the spent cells are transported to a regeneration plant. At this facility, depleted fuel cassettes are electrochemically recharged, using off-peak electricity if possible, and mechanically recycled. It also provides the fresh zinc fuel which is then delivered back to the fleet. Not only are the electric vehicles powered by the zinc-air system 100% emission-free, but the regeneration of zinc fuel is a clean, non-polluting industrial process.



Ultracapacitors Electric double-layer capacitors, also known as supercapacitors, electrochemical double layer capacitors (EDLCs), or ultracapacitors, are electrochemical capacitors that have an unusually high energy density when compared to common capacitors, typically on the order of thousands of times greater than a high capacity electrolytic capacitor. For instance, a typical D-cell sized electrolytic capacitor will have a capacitance in the range of tens of millifarads. (A farad is the charge in coulombs a capacitor will accept for the potential across it to change one volt. A coulomb is one ampere second) The same size electric double-layer capacitor would have a capacitance of several farads, an improvement of about two or three orders of magnitude in capacitance, but usually at a lower working voltage. A capacitor consists of two conducting surfaces, frequently referred to as plates, separated by an insulating layer called a dielectic. The original capacitor was the Leyden jar developed in the 18th century. It is the accumulation of charge on the plates that results in capacitance. Modern capacitors are constructed using a range of manufacturing techniques and materials to provide the extraordinarily wide range of capacitance values used in practical electronics applications from femtofarads to farads and voltage capabilities from a few volts to several kilovolts. There are a number of differences between ultracapacitors and batteries, the main one being that whilst ultracapacitors deliver a lot of power they are short on energy. In their favour, however, is that they are more temperature tolerant, can withstand millions of cycles to zero and rapid re-charging without any of the memory effect seen in some batteries. By combining ultracapacitors with lithium-ion you can get the best of both worlds with the power required for long journeys whilst the ultracapacitor is ideal for absorbing sudden bursts of power created under regenerative braking and then quickly releasing it for rapid acceleration. The ultracapacitor field is based on simple, or as simple as possible, electron storage. For that to happen the electrons need to ‘park’ on something that will take them on and let them go easily, and if that ‘parking’ area can be increased, the greater the ultracapacitors storage and power capability. Reticle Inc of Los Altos, California has been working on using carbon and claims that laboratory studies produced 7.5 kilowatt hours per kilogram of material in a 13 cc (two cubic inch) capacitor. This was accomplished with a modest surface area grade of Reticle Carbon 1200 square meters per gram. Reticle has manufactured much higher surface area carbon monoliths, and that higher surface area carbon has a higher power storage capacity. Because of the lightness in weight of Reticle Carbon, supercapacitors built from Reticle Carbon are considerably lighter than metal-carbon capacitors and, therefore, are well suited for transportation applications in which onboard weight is a prime consideration. Work at MIT’s Laboratory for Electromagnetic and Electronic Systems (LEES) holds out the promise of the first technologically significant and economically viable alternative to conventional batteries in more than 200 years.



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Joel E. Schindall, the Bernard Gordon Professor of Electrical Engineering and Computer Science (EECS) and associate director of the Laboratory for Electromagnetic and Electronic Systems; John G. Kassakian, EECS professor and director of LEES; and Ph.D. candidate Riccardo Signorelli are using nanotube structures to improve ultracapacitors. Ultracapacitors need to be much larger than batteries to hold the same charge. The LEES invention would increase the storage capacity of existing commercial ultracapacitors by storing electrical fields at the atomic level. However, despite their inherent advantages - a 10-year-plus lifetime, indifference to temperature change, high immunity to shock and vibration and high charging and discharging efficiency - physical constraints on electrode surface area and spacing have limited ultracapacitors to an energy storage capacity around 25 times less than a similarly sized lithium-ion battery. The LEES ultracapacitor has the capacity to overcome this energy limitation by using vertically aligned, single-wall carbon nanotubes – 1/30,000th –the diameter of a human hair and 100,000 times as long as they are wide. Storage capacity in an ultracapacitor is proportional to the surface area of the electrodes. Today’s ultracapacitors use electrodes made of activated carbon, which is extremely porous and therefore has a very large surface area. However, the pores in the carbon are irregular in size and shape, which reduces efficiency. The vertically aligned nanotubes in the LEES ultracapacitor have a regular shape, and a size that is only several atomic diameters in width. The result is a significantly more effective surface area, which equates to significantly increased storage capacity. Nanotube-enhanced ultracapacitors could be made in any of the sizes currently available and be produced using conventional technology. “This configuration has the potential to maintain and even improve the high performance characteristics of ultracapacitors while providing energy storage densities comparable to batteries,” Schindall said. “Nanotube-enhanced ultracapacitors would combine the long life and high power characteristics of a commercial ultracapacitor with the higher energy storage density normally available only from a chemical battery.”



Motor technology Unlike batteries there isn’t such a wide choice when it comes to electrical motors. Essentially they can be broken down into DC and AC motors although there are variations in both that make them more or less suitable for EV applications.

DC Motors A DC motor works by converting electric power into mechanical work by forcing current through a coil and producing a magnetic field that spins the motor. One drawback to the motor is the large amount of torque ripple that it has. This is created because the coil has a force pushing on it at only the 90° and 270° positions. The rest of the time the coil spins on its own and the torque drops to zero. As more coils are added to the motor, the torque curve is smoothed out. The resulting torque curve never reaches the zero point, and the average torque for the motor is greatly increased. As more and more coils are added, the torque curve approaches a straight line reducing the torque ripple, so the motor runs more smoothly. Another method of increasing the torque and rotational speed of the motor is to increase the current supplied to the coils. This is accomplished by increasing the voltage that is sent to the motor, thus increasing the current at the same time.

Brushed Motors The brushed DC motor generates torque directly from DC power supplied to the motor by using internal commutation, stationary permanent magnets and rotating electrical magnets. Advantages of a brushed DC motor include low initial cost, high reliability, and simple control of motor speed. Disadvantages are high maintenance and low life-span for high intensity uses as maintenance involves regularly replacing the brushes and springs which carry the electric current, as well as cleaning or replacing the commutators. These components are necessary for transferring electrical power from outside the motor to the spinning wire windings of the rotor inside the motor.



Synchronous DC Motors Synchronous DC motors, such as the brushless DC motor and the stepper motor, require external commutation to generate torque. They lock up if driven directly by DC power. Brushless DC Motors Brushless DC motors use a rotating permanent magnet in the rotor, and stationary electrical magnets on the motor housing. A motor controller converts DC to AC. This design is simpler than brushed motors, because it eliminates the complication of transferring power from outside the motor to the spinning rotor. Advantages of brushless motors include long life span, little or no maintenance, and high efficiency. Disadvantages include high initial cost, and more complicated motor speed controllers. High power brushless DC motors are at the root of most electric vehicle technology. These motors are essentially AC synchronous motors with permanent magnet rotors. A novel variation of the brushless motor is the Hredzak version. Traditionally, the motors in EVs are mounted either in the vehicle and power the wheels via driveshafts or mounted within the wheel itself. However, the latter solution increases the wheel’s weight and its unsprung mass. The Hredzak solution is a sort of half-way house combining elements of both designs utilising a permanent magnet, and a brushless, axial field double-sided disc motor. This type of machine, particularly the double-sided stator configuration, is attractive because rotor misalignments perpendicular to the motion of the drive shaft can be accommodated. In such an arrangement, the stators of the machine can be mounted on to the EV’s chassis with the rotor allowed two degrees of rotational and transverse freedom, and thereby directly drive the road wheel. This results in a reduction in the unsprung mass of the wheel drive. There is, however, a drawback: since the wheel is excited by the roughness of the road surface, the rotor moves between the outer stator assemblies (transversely), inducing torque pulsations in the machine. Two separate control strategies to eliminate the torque pulsations caused by the rotor perturbation are being investigated: modulation of the input motor’s current and instantaneous torque control using a variable structure controller. According to reports the experimental results in each case show that both control strategies are effective in eliminating the torque pulsations. Synchronous motors These are distinguished by a rotor spinning with coils passing magnets at the same rate as the alternating current and the resulting magnetic field which drives it. They can be said to have zero slip under usual operating conditions in contrast with an induction motor, which must slip in order to produce torque. Synchronous motors have the following advantages over non-synchronous motors: speed is independent of load, provided an adequate field current is applied; accurate control is possible



in speed and position using open loop controls, e.g. stepper motors; synchronous motors will hold their position when a DC current is applied to both the stator and the rotor windings; their power factor can be adjusted to unity by using a proper field current relative to the load; furthermore, a “capacitive” power factor, (current phase leads voltage phase), can be obtained by increasing this current slightly, which can help achieve a better power factor correction for the application overall. Their construction allows for increased electrical efficiency when a low speed is required. Examples of synchronous motors are: brushless permanent magnet DC motors; stepper motors; slow speed AC synchronous motors; switched reluctance motor.

Switch reluctance machines Switch reluctance machines work through rotation caused as a magnetically permeable rotor moves to minimise reluctance the magnetic field creates by the stator coils. The advantages are: they are very robust due to simple rotor with no windings; nearly all losses occur in the stator, which has a few concentrated coils; high starting torque with a wide speed range; torque ripple (cogging) can be higher than other types of motor which may also cause acoustic noise; torque ripple can be improved by increasing the number and shape of poles whilst noise characteristics can be improved by careful housing design; a simple inverter (no shoot-through); only four MOSFETs (metal-oxide-semiconductor field-effect transistor used to amplify or switch electrical signals) per three phases is possible if only used as a motor; will still function with one lost phase. These characteristics result in the increased use of switch reluctance machines in the automotive sector, particularly considering their low relative cost. Weight and size of electric motors can be an issue for their given output. To produce 45kW a wound field motor would weigh some 130Kgs, an induction motor or a switched reluctance motor both weigh in at some 80Kgs and a brushless DC motor 45 Kgs. And whilst controllers for DC motors are generally cheaper than those for AC, those for the latter are coming down in price. Added to that, their higher running speed helps to increase their efficiency. Advanced control system will also allow some 10-15 per cent of energy to be recovered through regenerative braking and fed back into the batteries. Keeping the electric motor cool can also be an issue, especially if the EV is used extensively in urban driving conditions where the affect of ram air is minimal because of the overall low average speed and traffic congestion. Therefore the motor needs to be cooled using oil or water and a radiator perhaps in conjunction with a variable speed fan to draw in additional air as and when required.



In-wheel motors In-wheel electric motors are anything but a new idea. Ferdinand Porsche created the No.1 Lohner-Wagen in 1900 with electric motors in the front wheel hubs and the year he revealed the gargantuan Lohner-Porsche Rennwagen with 1800 Kgs of batteries powering four 1.5 kW in-wheel motors. More recently Michelin showed some developments in the early- to mid-1990s, but it was at the 2008 Paris Salon that the French tire producer announced its major breakthrough. The wheel features a seven kilo, 30kW electric motor powered by batteries to provide the vehicle’s motive force with conventional brakes slowing it down. Michelin’s system also features fast-reacting, 3/100ths second, electric suspension to replace conventional strut-damper arrangement. In total the wheel weighs a hefty 43 Kgs, but Michelin’s director for Sustainable Development and Mobility of the Future, Patrick Oliva, pointed out in Die Welt that the unsprung weight in the Heuliez Will is 35Kg on the front axle and 24Kg on the rear, noting for comparison that the small Renault Clio has 38Kg of unsprung weight on its front axle. With battery packs on board, the prototype Heuliez Will weighs in at 900Kg, 75 less than an Opel Agila. Meanwhile the British firm, PML Flightlink has developed an integrated in-wheel motor for EVs. Its Hi-Pa Drive acts as an electric motor, generator or brake and is claimed to be “several times lighter, smaller and more powerful than the conventional electronic propulsion systems and generators it replaces.” It features control electronics embedded in the electric motor that manages the control of the motors to provide smooth operation when the EV is being driven at any speed, whilst an integrated power management system distributes drive power to the motor and then recaptures and feeds most of that energy back into the battery, using a unique regenerative system. It has been featured on Volvo’s ReCharge concept and the Lightning GT prototype sports car.



EV Programs

BYD China’s BYD caused a stir at the Detroit Auto Show in January when it unveiled its e6 electric vehicle. The five-door, five-seater hatch is powered by BYD’s own high-performance ferrous-based lithium-ion phosphate batteries and is said to have a range of 400Kms, accelerating to 100Km/h in eight seconds and a projected top speed of 160Km/h. The Hong-Kong listed company also claimed that its FE battery pack could be charged to 50 % of its capacity in 10 minutes and 100 % in one hour, which marks a remarkable breakthrough if proven to be true. BYD is also claiming 2000 cycle fully charged/discharge. Beyond giving power and torque figures for the car, 200kW and 550Nm respectively, there’s sparse information on the battery pack or the electric motor used or, indeed, how BYD had achieved this battery breakthrough. BYD (Build Your Dream) says it intends to start selling its plug-in hybrid in Europe by 2010 and break into the USA market within five years. Founded in 1995 the company is now the world’s largest supplier of lithium batteries for cell ‘phones, computers etc. It got a boost of respectability when American entrepreneur and investor, Warren Buffet, invested $232 million in the company in October, 2008 to secure a 10 % stake in the business. Volkswagen is also exploring the possibility of BYD supplying it with batteries for EVs, especially in China or even forming a joint-venture to assemble the cars for distribution in China. BYD is also thought to be in discussions with Ford and one other European OEM.

Chrysler The beleaguered American car maker announced at the end of May that it had submitted proposals totaling $448 million to the US Department of Energy to research and develop electric vehicles and plug-in hybrid models. Chrysler and its ‘partners,’ plus the Department of Energy, would pay $224 million each should the proposals be approved and would include an investment of up to $83 million to build a new technology and manufacturing centre in Michigan to help develop and assemble these vehicles. That complex should be operational by 2010 and produce more than 20,000 vehicles a year, Chrysler said. The applications for matching funds were made as part of two initiatives at the Department of Energy that are designed to speed up the development and manufacturing of electric vehicles and plug-in hybrids.



Chrysler’s ENVI-powered electric vehicles utilise just three primary components. These include an electric motor to drive the wheels, an advanced lithium-ion battery system to power the electric-drive motor, and a controller that manages energy flow. Recharging a Chrysler all-electric vehicle is a simple one-step process: plugging into a standard 110-volt or 220-volt household outlet. The recharge time can be cut in half by using a 220-volt household appliance power outlet. However, there seems to be confusion over its Dodge Circuit EV. Based on a mildly restyled Lotus Europa it appeared at the Detroit show. Powered by a 200kW electric motor driven by Lithium-ion batteries with regenerative braking, Chrysler was claiming a 193Km/h top speed, zero to 96 Km/h in under five seconds and 241-322 Kms range. Following Fiat’s acquisition of Chrysler, rumours started spreading that the program had been abandoned and was only ever intended to be a green headliner grabber for the company.

Citroën The French manufacturer showed an electric version of its C-Cactus concept car at Geneva 2009 predicting that it would have a 160Kms range and a 112 Km/h top speed. However, whilst this is purely a concept, the UK-based The Electric Car Corporation plc has revealed an electric conversion of the Citroën C1 powered by a 30kW motor running off lithium-ion batteries. Badged as the ‘ev’ie’ it offers owners a full four-seater capable of covering 96 to 112 Kms and a top speed of 96Km/h. ECC claim the car can be recharged overnight using a standard house hold plug.

Daimler Evonik Industries AG, Essen and Daimler AG, Stuttgart are developing future energy storage systems. Based on lithium-ion technology from Evonik and with Daimler expertise, both groups will drive forward the research, development and production of battery cells and battery systems in Germany. In the near future, Li-Tec cells will appear in a range of Mercedes-Benz EVs. This will represent an important milestone in the series production of electric vehicles. En route to achieving its technological leadership in recent years, Evonik has invested around €80 million. The outcome is production-ready hi-tech battery cells that they claim are superior to competitor products in several key areas. “Evonik is the only company that can actually bring about commercial series production of battery cells of this kind,” says Werner Müller, CEO of Evonik Industries AG. “We will also continue our ongoing investment in relevant future technologies. In the last 30 years, Daimler engineers have registered over 600 patents associated with battery-powered vehicles – over



230 of which were in the field of lithium-ion technology,” comments Dieter Zetsche, chairman of the board of management of Daimler AG and head of Mercedes-Benz Cars. Evonik Group subsidiary, Li-Tec, is set to make a significant contribution to the success of this continued development. Both partners are seeking the involvement of a third shareholder in Li-Tec with expertise in electrical and electronic systems integration. Furthermore, the companies will also establish a joint-venture with a clear focus on the development and production of batteries and battery systems for automotive applications. Daimler will hold 90 % of this joint-venture, and Evonik 10 %. The lithium-ion batteries produced by the joint-venture will be used in both the passenger car and commercial vehicle sectors. The capacity available at Li-Tec and the joint-venture will initially concentrate on the needs of Daimler AG. Beyond that, the sale of cells and battery systems to third parties is planned. “We have a universal electric drive that is suitable for everyday use and is safe, affordable”, said Evonik CEO, Müller. Their concept features a ceramic separator, and today’s Li-Tec cells are the most suitable for electric vehicles. The flat cell boasts a high energy density combined with compact dimensions and outstanding safety – the issue that takes greatest priority in the application of high energy density batteries. First generation lithium-ion flat cell batteries will soon be used in Mercedes-Benz EVs. “The energy storage is at the very heart of vehicle electrification and thus the key component for sustainable mobility,” explains Zetsche. Further advancements in the storage of electrical energy on-board a vehicle are promised by the flat-cell frame concept brought into the co-operation by Daimler. This is designed around the basic principle of a fuel cell stack and enables standardised production within a modular system. According to forecasts, the market size for high-performance lithium-ion batteries will exceed the €10 billion mark within the next decade; with the market for battery materials exceeding €4 billion. In Germany alone, the federal government is striving to see at least one million electric vehicles on city streets by 2020. According to Daimler, the electrification of the automobile is the key to sustainable mobility. In order to fulfil all the demands for sustainable mobility in the long term, the company has developed a broad-based portfolio of efficient, clean and high-performance powertrain technologies to meet the most diverse range of customer requirements and applications. Plans also include series production vehicles with pure battery-powered electric drive. Daimler has already successfully proved their everyday usability in numerous fleet tests and infrastructure projects, including the smart electric drive in London. This year also saw the



launch of further major Daimler electric vehicle projects in the shape of “e-mobility Berlin” and “e-mobility Italy”.

Detroit Electric The resurrected Detroit Electric is aiming to sell two EVs based on the Proton Persona saloon and re-badged E63 whilst the smaller E46 will share its mechanicals with the Proton Gen-2 hatchback. Assembly will take place at Proton’s Malaysian Tanjung Malim plant at the initial rate of 40,000 units a year although Detroit Electric’s CEO, Albert Lam – previously the head of Lotus – has ambitious plans to more than double this to 100,000 units. European sales are planned for spring 2010 with USA sales starting later the same year. The powertrains are based on Detroit Electric’s patented magnetic flux motor technology developed in Holland and powered by licensed lithium ion polymer batteries. A nominal continuous power output of 75kW is being quoted with peak power of 150kW and torque ranging from 350 to 380Nm. The lithium-ion polymer battery packs have a 40kWh capacity taking 12.5 hrs to charge at 13 amps reduced to about five hours at 32amp. Range per charge is estimated at an impressive 320Kms for the E46 and 180Kms for the larger E63. Performance figures of eight seconds to 100 Km/h and a top speed of 180 Km/h are being quoted.

EWE E3 The Oldenburg-based, Germany, energy and telecommunications business, EWE AG announced in April a joint project with Karmann to build and develop a four-door sporty electric car with a top speed of 140Km/h and a range of around of 150Kms. The intention was to have six prototypes undergoing field trials by October 2009. “We got involved in the area of electric mobility early on because Karmann’s vehicle development kept making us think about integration. We don’t believe that simply removing a combustion engine from a car body and replacing it with an alternative engine is enough. Both the engine and the car body have to match each other”, explained Karmann’s Peter Harbig at its unveiling at the Hanover Fair. EWE CEO, Dr. Werner Brinker stressed that EWE’s focus is on developing mobile electricity storage rather than just the car itself: “The storage of electricity derived from renewable energies plays a central role in solving the challenges posed by the energy supply of the future. We hope that this project will provide us with important clues about how to answer this key question.” The focus of their work together is to investigate how EWE can integrate electric vehicles into the electricity and telecommunications network in future and how intelligent management systems can be used efficiently for battery and network management.



Despite Karmann’s insolvency the project is on schedule with the first prototype due to run this October and a further five being built between now and 2011.

Ford At the Detroit show in January 2009, followed up in March at the Geneva Salon, Ford announced an aggressive vehicle electrification program that will see a new battery-powered commercial van launched in 2010 followed by a ‘C’ class car 12 months later, that will be jointly developed with Magna International. Ford is targeting a 160 Kms range for both products when they are launched to the public. In the UK Ford is collaborating with Tanfield, the market leader in electric vehicles, to offer battery powered versions of its Transit and Transit Connect commercial vehicles for sale in the UK and Europe as well as being made available for the USA. For the Tourneo Connect BEV Concept, a 21kWh lithium-ion phosphate battery pack accumulates the energy to drive a 50 kW permanent magnet motor, while the drive torque is transmitted to the driveshafts by a single-speed transmission. Using this set-up, Smith Electric Vehicles, part of the Tanfield Group, is targeting a range of up to 160 Kms and a top speed of 113Km/h. Recharging the vehicle is also an easy exercise: the onboard battery charger can be plugged directly into a standard mains socket, and a full battery charge is accomplished in six to eight hours. The deal with Magna International is far more ambitious with the tier one not only supplying the electric motor, batteries and control systems but also assembling the car that will be based on Ford’s next generation global ‘C’ platform. In theory this could lead to the car also being assembled both in Europe and China where Magna also has manufacturing facilities. The EV is powered by seven modules of 14 lithium-ion battery packs producing 23kWh; charging time is 12 hours at 110v or half that at 220v. The way in which the car has been designed is such that the electric motor, controller etc are housed under the bonnet using the same engine mounts as petrol- or diesel-powered models. “We know the end game is electrification, but in the development of that, if you just design a specific platform for the EV it’s going to be hard to drive the cost down. So by having a volume platform then we get the economies of scale from all the other cars that aren’t hybrids,” explained Susan M. Cischke Ford’s group vice-president sustainability, environment and safety engineering. Ford also has collaborations and partnerships with Southern California Edison and the Electric Power Research Institute to further understand customer usage and the interconnectivity of vehicles with the electric grid.



Whilst in China Ford has entered into a four-way “Eco-Partnership” with the Changan Auto Group and the cities of Chongqing and Denver to explore ways of developing projects to help further energy security and environmental sustainability.

Heuliez The French coachwork specialist has two EV projects currently underway: the Heuliez Friendly and the Will, the latter a co-operation with Michelin and Orange, both are due to debut in 2010. The Friendly is an in-house project designed to appeal in the first instance to regional and municipal governments and rental car fleets before being sold to private buyers from 2012. A simple space frame structure clothed in thermoformed ABS allow a number of configurations including a 260cms long version and a 300cms extended model, varying the cargo capacities from 350 litres to 1,650. Both versions are three-seaters with the driver located centrally and the passengers to either side and rearwards; access is via sliding doors. Heuliez is also proposing pick-up and van versions as well. The lithium-ion phosphate battery packs, varying from six to 18 kWh depending on requirements, are located beneath the floor powering a 10kW motor. Depending on the pack chosen, Heuliez is claiming ranges from 100 to 250Kms and a maximum speed of 110Km/h. The Friendly is designed to meet the same M1 European safety requirements as for petrol driven cars.

Lightning This small British sports car manufacturer unveiled its proposed electric car at the London motor show in 2008. It is powered by 30 Altairnano Nanosafe™ batteries driving Hi-Pa Drive™ motors in each wheel developing a total of 522kW. Lightning is predicting a top speed in excess of 209 Km/h with a zero to 96 Km/h time of four seconds together with a range of at least 300 Kms on a full charge. Three charging options will be offered, say Lightning: overnight from domestic supply, using a three-phase power supply it will take just a couple of hours or 10 minutes using a fast charge unit. One prototype is running, but funding has yet to be secured whilst there is no news of production start-up and delivery dates.



Magna-Steyr mila ev Purely a concept study seen at the Geneva Salon, the mila ev was intended to showcase Magna’s ability to develop a vehicle platform that could be provided by numerous power sources. In this instance it was a 50kW-120Nm electric motor, powered by a Magna developed 10kWh lithium-ion battery. Perhaps of more significance was a cutaway of Ford’s C platform complete with the electric motor, controller and battery pack that Magna will be assembling for Ford from 2011 onwards.

MINI E BMW is making 500 of these available for a year’s lease at $800 a month in Los Angeles and the New York/New Jersey metropolitan areas. Based on a standard Mini it is powered by a lithium-ion battery pack with 5,088 air-cooled cells producing 35kWh, whilst the electric motor develops 152kW and 220Nms. Performance is brisk with a 153Km/h top speed and 100 Km/h coming up in 8.5 seconds. The average user, says BMW, will get between 160Kms and 193Kms range between recharging. Using the BMW-provided re-charger, it takes three hours at 240Volts and 48amps to replenish the batteries or 4.5 hours at 32 amps. The downside is that whilst the electric motor and its ancillaries occupy the bonnet space, the rear seats are sacrificed for the battery pack relegating the car to a two-seater.

Mitsubishi i MIEV The Mitsubishi innovative Electric Vehicle, or MiEV, is a serious business strategy that according to company president, Osamu Masuko, will see a small commercial vehicle spun off the same platform and, possibly, the Sport Air concept previewed at the Geneva Salon in 2009. Based on the rear-engined Mitsubishi I city car, the MiEV has a 47kW permanent magnet synchronous motor developing 180Nm, enough to give it a 130 Km/h top speed and upto 160Kms driving range. The lithium-ion battery pack produces 330V and 16kWh. The batteries are manufactured by Lithium Energy Japan, a joint-venture established in December 2007 by GS Yuasa Corporation, Mitsubishi Corporation and MMC. Mitsubishi will launch the MiEV in Japan in July of this year with exports to other right-hand drive markets such as the UK, Singapore and New Zealand starting before the end of the year. Left-hand drive production, said Masuko, will begin in the second half of 2010 with a view to selling the car both in Europe and the USA.



“Starting in April 2009 and finishing in March 2010, capacity is limited to 2,000, but we know the demand is greater but we can’t satisfy that, because of limited battery production. “However, in 2010 it will increase to 5,000 and from 2012 onwards our target is 30,-50,000 a year,” said Masuko. He also revealed that Mitsubishi is researching into applying electrification to larger cars, admitting that there will be “many hurdles to cross” to get lithium-ion batteries in a larger car. “We can’t say how soon it will happen, but it’s in the plans.”

Nissan Nuvu Nissan will produce electric vehicles (EV) at its Oppama Plant (Natsushima-cho, Yokosuka City, Kanagawa) from autumn 2010. The Oppama Plant is a core base of Nissan’s manufacturing and will be positioned as the plant for best practices in EV production. In the autumn of 2010, the plant will start EV production with capacity of 50,000 units a year, which will continuously increase for the start of EV mass-marketing in 2012. Motors and inverters, which are key components of EVs, will be built at the Yokohama Plant (Takara-cho, Kanagawa-ku, Yokohama City, Kanagawa), and initially in the Zama Operations Centre (Hironodai, Zama City, Kanagawa), respectively. In addition, Automotive Energy Supply Corporation (AESC), one of Nissan’s affiliated companies based in Zama Operations Centre, will produce laminated-type compact lithium-ion batteries for EVs. Nissan’s vision for the future of urban transportation is encapsulated in Nuvu, literally a ‘new view’ of the type of car people will be driving in the middle of the next decade. Compact – it’s just three metres long – Nuvu is a concept vehicle with unique 2+1 seating. Aimed at urban dwellers it is agile, easy to drive and to park. Nissan has already announced plans to introduce an all-electric car in Japan and the US in 2010 and to mass-market it globally in 2012. Although Nuvu is not that car, it does share some of the technology that will feature in the planned production vehicle. Across its all-glass roof are a dozen or so small solar panels that feed power to the battery. Nuvu also uses natural, organic and recycled materials within the cabin. Nuvu is compact on the outside yet roomy on the inside. Built on a unique platform, it sits on a wheelbase of 1,980 mm but is 1,700 mm wide and 1550 mm tall to create a large and airy cabin. These dimensions provide all the interior room needed for the vast majority of city journeys. Nuvu has two regular seats and a third occasional chair that can be folded down when required with an integral luggage area providing sufficient space for a typical supermarket or shopping expedition.



“Nuvu is a concept car, for sure, but it is an entirely credible vehicle,” explained François Bancon, general manager, Exploratory and Advanced Planning Department, Product Strategy and Product Planning Division, Nissan Motor Co., Ltd. Pierre Loing, vice-president of Nissan’s product planning, added “There is one drawback which is the range, so that’s where the challenge lies. You don’t buy a car for an average usage, you buy it for average usage plus you can do extra things when you want. “With an EV you can’t drive without stopping as you can with a internal combustion engined car. “That will change in the future, but some people will make that trade-off and accept it for three reasons: zero emissions that in some cases might allow you to drive in areas where others can’t; cost of ownership which we calculate will be 10-20 % lower than the same calculation for a similar car and, thirdly, what you have to pay is totally transparent on your electricity bill. Compared to the neighbour with a ‘C’ segment car he only goes to the petrol station every 10 days or so, but every time he hands over how many euros? “Overall we anticipate that despite the disadvantages, we expect EVs will win over some people, but we don’t expect the whole market to change. The conditions are there to make the business case sustainable which it wasn’t in the early 90s because of the lead-acid batteries. “However, we can’t sustain it on our own either, we’re one actor which is why with Nissan we tried to sign agreements as quick as possible with as many stake holders as possible because we need them to contribute to the infrastructure. For instance in Tokyo we have a map where each station is located and we are starting to make them. “When it comes to powertrain you’re talking about the heart of the car, we partner with Renault and eventually want to sell whatever we have and I think other manufacturers will want to do the same thing. “Lithium ion has advantages as it’s quite popular, there is quite a lot of experience with it in non-automotive applications. When it comes to ours, made with our partner NEC, we believe that density wise we’re probably amongst the best. We have this way of stacking the battery which is laminated and not in cylinders which is important for packaging as it takes less space. “It’s amazing to see how many people work on batteries at the moment trying to break the barriers we consider to be unbreakable. So you cannot rule out a major step forward that we don’t see today. “I believe the transfer of pollution from the car to the power station is positive. I know some people are challenging that, but some of the calculations I’ve seen that even use Polish dirty coal, the power plant is still more favourable in terms of lowering CO2.”

Peugeot PSA Peugeot Citroën, the world’s leading manufacturer of electric vehicles (EVs) with 10,000 units sold, is stepping up research and development on versatile electric vehicles and battery



technology. PSA Peugeot Citroën and Mitsubishi Motors Corporation (MMC) signed a new co-operation agreement in March 2009 to jointly develop an electric vehicle for Europe, based on MMC’s i MiEV. It will be manufactured by MMC and sold under Peugeot brand, in parallel to Mitsubishi’s own European i MiEV. The new agreement demonstrates the two groups’ ambition to accelerate the development of the electric vehicle market in Europe, with launch planned for end 2010 or early 2011. This new step would be mutually beneficial, since the collaboration of MMC and PSA Peugeot Citroën will ease and accelerate the introduction of their electric vehicles in the European market. PSA Peugeot Citroën had in March 2008, in partnership with Venturi, decided to respond to the international call for bids launched by French postal operator, La Poste, for 500 application specific electric vehicles with the electric Citroën Berlingo First or Peugeot Partner Origin vans. La Poste is due to make its decision public in mid-2009. The Berlingo Citroën/Peugeot Partner will be tested with an entirely new power train proposed by Venturi. This extremely compact technology makes it possible to fit the electric motor, battery and other EV components inside the van’s engine compartment, in lieu of the internal combustion engine. This offers the major advantage of ensuring the same load volume and payload as in a conventional version. The electric Berlingo/Partners will have a range of up to 100Kms, which is ample to cover their mail delivery routes. PSA Peugeot Citroën will contribute its automotive expertise and experience, particularly in electric vehicles, whilst Venturi will provide its particularly compact and innovative powertrain solution, as well as its short-run production capabilities. The group has also joined forces with electricity utility, EDF in October 2008 to assess different battery technologies and recharging systems, together with possible commercialisation systems for EVs. The cooperative agreement covers several technological programs, including: defining business models capable of driving the commercial development of electric vehicles; new energy storage technologies, such as lithium-ion batteries; vehicle recharging systems and protocols to enable vehicles and the network to communicate during recharging, as well as the standardisation of these systems and protocols.

Pininfarina-Bolloré Bluecar



Pininfarina and Bolloré set up a 50:50 joint-venture at the beginning of 2008 with the purpose of designing, developing, manufacturing and distributing an electric car with revolutionary technical features and formal qualities. The Pininfarina Bluecar, displayed at the Geneva Motor Show on the Véhicules Électriques Pininfarina-Bolloré stand, is not just a concept but a forerunner of the vehicle which will go into production in Italy at Pininfarina starting from 2010. Production will take place between 2011 and 2017, with forecast output by 2015 being about 60,000. Recent studies have estimated that in the medium term 1.5-2 million electric vehicles will be introduced on the European market alone Powered by a 50kW motor, the compact MPV is conceived as a four-seater five-door, is powered by lythium metal polymer batteries, combined with supercapacitors, manufactured in the Bolloré plants at Quimper, France, and Montréal, Canada, which retrieve and store energy during braking and makes it available when the vehicle re-starts. This means greater acceleration, an increased range and longer lifespan for the car’s battery. The 410 V BatScap battery pack has a capacity of 30 kWh, and peak power output of 45 kW. Gravimetric energy density is 100 Wh/kg, and volumetric energy density is 100 Wh/L. The LMP battery can be recharged at a traditional mains plug and range is 250Kms. At equivalent weight, this battery stores five times more energy than a traditional type and recharges in just a few hours. As it does not require any maintenance, it has a life-span of about 200,000Kms and provides unparalleled safety. The battery is housed below the floorpan and between the two axles. Part of the car’s bonnet is covered with high-performance solar panels which help power some of the ancillary equipment. Consistently with an ecologically responsible overall approach, all the materials employed for construction, the battery and interior trim have been carefully selected for their low environmental impact and are recyclable or reusable. The Bolloré group is also looking into the design of photovoltaic cell panels to be installed in private or public places to allow partial or total recharging of the batteries through solar energy alone.

Protoscar Lampo This is a full size sport cabriolet seen at the Geneva Salon in March. It is powered by two BRUSA electric motors (one rear and one front), optimised for maximising acceleration and regenerative braking respectively. They deliver a total output of 200kW and a torque of over 440 Nm. The lightweight lithium-ion battery pack with a capacity of 32 kWh, allows for a range of over 200Kms. The primary energy source used for charging the Lampo has been in existence for more than 4.5 billion years and has demonstrated to be rather reliable: it’s the sun. The exploitation of solar



energy for Lampo is possible thanks to a 16 kWp photovoltaic plant located in Seggiano, Tuscany. Considering the EU electricity mix projection scenario for 2020, elaborated by Eurelectric, the WtW CO2 emission would still be limited to about 40 g/km. Through the show car, Protoscar and its partners aim to demonstrate new technologies which include innovations such as “intelligent charging” or interactive GPS-based “range estimator” – and discuss potential applications together with car manufacturers, in order to implement these solutions into their plans for future clean cars.

Quicc DiVan DuraCar Dutch specialist, DuraCar launched its QUICC! DiVa urban EV at the Paris Salon in 2008 with the intention of putting it on the market within 12 months. However, the collapse of its manufacturing partner, Karmann, in April 2009 means pre-production of a re-designed model will start at the end of 2009. Prof. Dipl.-Ing. Johann Tomforde, spiritual father of the smart ForTwo, is jointly responsible for the ongoing design process of the QUICC. Innovative applications include: lithium ion iron phosphate batteries; bipolar lead battery; plastic body and chassis; application of new cradle to cradle plastics. DuraCar has developed a fully electrically powered distribution van applying an integrated set of breakthrough technologies. This distribution van, developed specifically for inner-city traffic, carries the brand name QUICC! and DiVa (short for Distribution Van,). QUICC! cars will be packaged with lithium ion iron phosphate battery packs or a special bipolar lightweight lead battery pack driving the 50kW motor ensuring a top speed of 120Km/h and range of 150Kms, when the average urban distribution van covers some 50Kms per day. DuraCar mainly focuses on the commercial market, especially on cars used for inner-city distribution, as cities have the highest percentage of air quality problems.

Tesla Tesla’s reputation got a huge boost when it was recently announced that Daimler was taking a 10 % stake in the Californian EV producer. The two companies have already been working closely to integrate Tesla’s lithium-ion battery packs and charging electronics into the first 1,000 units of Daimler’s electric smart car. In order to benefit from each other’s know-how, the investment enables the partners to collaborate even more closely on the development of battery systems, electric drive systems and in individual vehicle projects.



“Our strategic partnership is an important step to accelerate the commercialisation of electric drives globally,” said Dr. Thomas Weber, member of the board of Daimler AG, responsible for Group Research and Mercedes-Benz Cars Development. As part of the collaboration, Prof. Herbert Kohler, vice president E-Drive and Future Mobility at Daimler AG, will take a seat on Tesla’s board of directors. In 2004, Tesla began development of its first electric vehicle, the Roadster, which remains the only highway capable EV for sale in North America or Europe. The Tesla Roadster is the first production battery electric vehicle to travel more than 320Kms per charge and the first US- and EU-certified lithium-ion battery electric vehicle. This green supercar accelerates from 0 to 96Km/h in 3.9 seconds yet gets the equivalent of 1.1/100Kms. There have, however, been rumours of reliability issues with the car’s lithium-ion battery pack with its 6,831 cells over-heating. Tesla’s second model, the S, makes some outstanding claims: a near 500Kms range, 45-minute quick charge, space for seven and their luggage and zero to 96Km/h in less than six seconds plus a 200+Km/h top speed. All for less than $50,000.

Th!nk Of all the EV manufacturers, Norway’s Th!nk is arguably the most experienced. It introduced its first EV back in 1991 and spent four years under the ownership of Ford which invested $150 million between 1999 and 2003. Since then the company has struggled financially but a restructuring in 2006 and a rights issue a year later enabled the company to survive and put its fifth generation EV into series production. Currently, the Th!nk features three battery options, two different lithium-based (Li) systems and one sodium battery system: sodium batteries; the Zebra (Mes-Dea) battery has high energy density, and provides long range performance, independent of ambient temperature. It is a “hot” battery, which means that the operating temperature is between 260º and 360º. The battery is also made from environmentally friendly materials. This option is perfect for users who have a regular and frequent usage pattern. Active materials in the Zebra battery are sodium and nickel. The hot materials are contained in a vacuum insulated and sealed container. Thus, these batteries operate very efficiently in areas with very hot and very cold climate. Lithium-based systems: A123 and Enerdel Th!nk city will also come with two state-of-the-art lithium-based battery options. Both lithium options operate at ambient temperatures. This means that the car does not have to be plugged in when not in use. Th!nk is currently co-operating with two suppliers of lithium-based battery systems, A123 Systems and Enerdel. Th!nk owns the battery, and takes full responsibility for its performance. The customer will only pay a monthly mobility fee of, typically, €200 which includes a full maintenance service



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agreement, carbon offset payments and in some countries even all the electricity used and insurance. At the 2008 Geneva Salon Th!nk presented the Th!nk O as a platform concept, designed for electric vehicles. It is the basis for a variety of vehicle styles, starting with the Th!nk O crossover five-seater. This is possible due to a space frame concept featuring the main crash structure and the batteries centrally placed in two compartments in the lower frame. Since then Th!nk has announced plans to establish a technical centre and manufacturing plant in the USA with the ultimate capability of producing 60,000 EVs a year. It has also signed Memorandums of Understanding (MoU) with ElmoNet, a subsidiary of Mobility Service Netherlands, to deliver 500 cars this year. In addition, the Th!nk city has been granted the first ever pan-European homologation certificate for an EV. The new certificate only became available from 1st May 2009, and is intended to help accelerate the introduction of roadworthy EVs. Fully equipped with ABS brakes, airbags and three-point safety belts with pretensioners, the Th!nk city meets all of the primary safety requirements expected of modern passenger cars. Secondly, Th!nk has signed an MoU to deliver 550 Th!nk city EVs to the Spanish market with the first EVs delivered towards the end of 2009.

Renault Z.E.Kangoo Renault aims to become the first full-line manufacturer to market zero-emission vehicles accessible to the greatest number, by 2011. The Renault-Nissan Alliance is developing a complete range of 100 % electric powertrains with power ratings of between 50 kW and 100 kW. Technological innovations now make it possible to mass market an electric vehicle at reasonable cost. In addition, changes in vehicle use make electric cars ideal for the majority of trips, with 80 % of Europeans currently driving less than 60Kms a day. Renault will bring its customers a complete range of electric vehicles by as early as 2011: an electric version of new Kangoo (light commercial vehicle) for professionals and fleets; an electric version of a family car, launched first in Israel and then in other countries; in 2012, a full-electric city car measuring less than four metres long and with five seats, ideal for commuting; also in 2012, a new type of urban vehicle; beyond 2012, Renault will continue to extend its electric vehicle range to cover all segments with a typical range of 160Kms. Renault will also bring customers access to innovative services making electric vehicle use easier and to advanced battery technology currently under development by the Renault-Nissan Alliance. Electric vehicles, claims Renault, will retail at the same price as equivalent diesel models, without the battery which is rented; running costs are roughly 20 % lower than an equivalent



combustion vehicle, since electricity costs much less than petrol (around €1 per 100Kms); maintenance costs are half those of an equivalent combustion vehicle because electric motors require less servicing; electric motors are the equal of gasoline and diesel cars in terms of performance; electric vehicles are easily recharged at home, at special terminals in parking lot areas and at “quick drop” rapid exchange stations. Renault is currently working on a number of fronts in preparation for the launch of its range of zero-emission vehicles: €200 million is invested every year on electric vehicles R&D, as part of the Renault-Nissan Alliance; co-operation with governments on infrastructure development and purchase incentives; partnerships are being formed with mobility operators worldwide. Thierry Koskas, head of Renault’s electric vehicle project explains there could be a range of different offers, as in the world of mobile ‘phones. “First possibility: you simply pay each time you recharge your car at a station (around €2 to “fill up” the car). “Another possibility would be to subscribe to a monthly price plan. For example, you could get 1,000Kms for a €20 monthly fee.” As far as recharging is concerned, Koskas says Renault is looking at three possibilities. “First, recharging at home, or “standard” recharge, taking from four to eight hours. The best time to do this is at night, so the next morning the car’s fully charged and ready to go. The second possibility is taking the car to a rapid recharge station, where recharges will take 20 to 30 minutes. The third option is an original idea by Renault, consisting of battery exchange stations called “quick drop”. It will be a little like driving into an automatic car wash, only the machine will remove the car’s battery and replace it with another. And in three minutes you have a fully charged battery. “We’re developing “quick drop” technology together with Nissan. It’s entirely likely that other carmakers will adopt the same principle. The main problem is that batteries today have different shapes according to the vehicle. So if other brands wanted to use these stations, we would obviously have to standardise the batteries. I think that in the long term we will be able to make the “quick drop” stations compatible for all electric vehicles. “In terms of recharge stations, we are holding discussions at a European level with all the carmakers to make sure everyone uses the same socket format.” Renault predicts that EVs could account for 15 to 25% of annual car sales in Europe in a decade.

eRuf Porsche An electrically-powered Porsche 911 is, seemingly, a contradiction in terms; an iconic high performance car that in its most powerful form can emit over 300 g/Kms CO2 turns into an eco-friendly sports car that wouldn’t offend the tree-huggers? Improbable but true. German Porsche tuning specialists, Ruf, have done just that to create an electrically-powered 911 that reaches 100Km/h in under seven seconds.



Ruf worked with CalMotors in Camarillo, California, to combine the latest generation of lithium-ion batteries with its 150kW motor. The Axeon iron-phosphate, lithium-ion batteries currently in use weigh 5.6Kgs and deliver 160Ah each. This means each one could theoretically deliver 160 amperes of electricity for one hour under normal temperatures or one ampere for 160 hours. Whilst the power and torque produced by the three-phase motor can be used to recover just as much power as it can put out. When coasting, the motor becomes a generator producing electricity to charge the batteries. The 96-cell battery system is constantly monitored by an intelligent bus system from Axeon. Each individual cell is coupled with a sensor that sends critical information on cell temperature and voltage to the central control system. If irregularities appear during operation, the system can react within milliseconds to bring the values back in line, effectively preventing critical lithium-ion overheating behaviour during charging. At the 2009 Geneva Salon, Ruf revealed its partnership with Siemens which has developed an adapted power train for the eRuf “Greenster”. The vehicle seen at Geneva was still equipped with a central motor with a power output of 270kW and 950Nm torque but now using a double-motor concept with Siemen’s innovative integral eDrive. As such, the eRuf became the world’s first electric vehicle fitted with a bi-directional network connection, which – without the otherwise necessary additional recharging electronics – is capable of being recharged in less than an hour at a 400-volt power outlet – and can use the same power outlet to feed energy back into the power network if required. A limited edition based on this concept by Ruf Automobile is expected to hit the streets in 2010.

smart A small series production of electric smart powered by lithium-ion batteries is due to start from the end of 2009 with planned marketing of larger volumes from 2012. During the second half of 2009, the project “e-mobility Berlin” will begin in the German capital. This, the world’s largest field test with electric cars, goes a step further: for the first time, the combination of vehicle technology and infrastructure will be tested. Daimler is contributing a fleet of over 100 smart electric drives, and EVs from Mercedes-Benz will also be used. Both vehicles are equipped with the latest lithium-ion battery technology. As a project partner in this pioneering initiative, the power company RWE AG is providing 500 charging points. From 2010, more than 100 electric cars from smart and Mercedes-Benz will hit the roads in Rome, Milan and Pisa. The aim of the project is to develop the vehicle technology and infrastructure further. Italy’s largest energy supplier, Enel, is also taking part in the project.



Since 2007, selected customers in London have been testing a fleet of 100 smart electric drive cars with a high-performance sodium/nickel chloride battery. The small runarounds do not produce any emissions and are, therefore, exempt from the city’s congestion charge. According to Christian Mohrdieck, head of Fuel Cell and Battery Drive System Development at Daimler Corporate Research and Advanced Engineering. “Daimler is working on special high-energy cells for pure battery vehicles, and obviously, given the physical restrictions, we can’t expect miracles. Nevertheless, we will soon be seeing battery-powered vehicles that are roughly the same size as the smart or the B-Class. Their batteries will have charging times of several hours and a range of perhaps 150Kms.”

Subaru R1e and Stella The R1e is an electric version of Subaru’s R1 commuter car powered by a 40kw motor and lithium ion batteries. It can be recharged by simply connecting the power plug to a home power outlet, while a special rapid charger can deliver an 80 % charge in just 15 minutes. It has an 80Kms range and top speed of just over 100Km/h. Demonstration tests of 40 R1e electric vehicles driven on public roads began in June 2006 in a joint effort with Tokyo Electric Power Company (TEPCO, Japan), one of the world’s leading power companies. Further tests were also carried out in September 2007 following collaboration with the Kanagawa Prefectural government. A further 60 EVs were due to join the Japanese test fleet in 2009 in addition to which two vehicles were delivered to the New York Power Authority in 2009 as part of their green fleet. The data obtained from these tests will be applied to electric vehicle designs to make them even more convenient and comfortable than they are today. Subaru has also transplanted the EV system from the prototype R1e into the Japanese mini-car Stella and further fine-tuned it to create the Subaru Plug-in Stella Concept. The base vehicle, featuring a compact, tall wagon type design, has exceptional packaging and utility functions to create an electric vehicle that meets a wider array of market needs. The resulting vehicle can reach a top speed of 100Km/h with a range of 80Kms from a single charge.

Venturi Venturi traces its origins back to 1984 when its founders, Claude Poiraud and Gérard Godfroy, set out to develop France’s only true high performance GT. Between then and 2001 the company delivered some 700 cars and whilst they gained a good reputation they could never quite compete with established manufacturers like Porsche and Ferrari. In 2001, Venturi was bought by Gildo Pallanca Pastor whose grandfather was the most important real estate developer in Monaco from 1930 until today. He became the largest private real estate owner in the principality, owning several thousand apartments.



Venturi’s first electric car was the Fétish in 2004 powered by a 150kW electric motor producing 220Nm with lithium-ion Liv 7 batteries with a claimed range of 250Kms. Production models now have a 220kW electric motor developing 380Nm driven by 45kWh polymer lithium batteries. Venturi claim a 280Kms range, 180Km/h top speed and under four seconds to 100Km/h. The batteries are good for 1,500 charge cycles and, depending on the power source, can take between three and six hours to achieve 80 % recharge. This was followed in 2006 by the Eclectic, an urban three-seater runabout whose Trojan 48v, 145Ah batteries drive a 4kW, 52Nm electric motor that can be recharged via on-board photovoltaic cells or wind turbine, or, more likely by plugging it into the mains. Venturi is building a new factory near Sablé sur Sarthé, France, with a view to Eclectic production starting in October 2009 at the eventual rate of 3,000 units a year. At the 2008 Paris Salon, the Volage two-seater sports car was unveiled. Powered by four of Michelin’s Active Wheel developing 220kW and 232Nm between them, it uses liquid cooled polymer lithium batteries producing 45kWh and with a 1,500 charge lifecycle. Claimed range at 90Km/h is 320Kms with a 150Km/h top speed and zero to 100Km/h in under five seconds. More importantly, PSA Peugeot Citroën and Venturi Automobiles joined forces to produce electric versions of the Citroën Berlingo First vehicles, in response to the tender launched by La Poste powered by Zebra technology (nickel sodium chloride) which has an energy mass four times greater that of lead acid batteries.

Volvo A Volvo that can be fuelled with electricity from a standard wall socket will be a reality in 2012. Swedish energy company, Vattenfall and the Volvo Car Corporation are launching an industrial joint-venture partnership to introduce plug-in hybrids on the market. In January 2007, the Volvo Car Corporation and Vattenfall launched a joint project with the aim of testing and developing plug-in technology. Now their cooperation is being taken to the next level. Vattenfall and Volvo believe that series production of plug-in hybrid cars and the development of infrastructure can generate new jobs and help Sweden maintain its position at the cutting edge of advanced pro-environmental technology. “We want to reinforce electricity’s importance in society and its key role in solving climate issues. Through this cooperation we hope to be able to speed up the introduction of electric cars. Together we are developing the next-generation technology based on plug-in cars and various charging alternatives,” says Lars G Josefsson, president and CEO of Vattenfall.



The development of the cars is being carried out and financed jointly by the two companies. Volvo will manufacture the cars and Vattenfall will develop charging systems and supply the cars with electricity. Vattenfall will offer customers the opportunity to sign an agreement for renewable electricity sourced specifically from wind power or hydro power, as an alternative to the regular mix of electricity sources. The plug-in cars will be driven by a powerful electric motor fuelled by a lithium-ion battery. The battery takes about five hours to charge from a standard wall socket, and the battery is also charged every time the car's brakes are applied. In the summer of 2009, three Volvo V70 demonstration cars will be used to gather information about the wishes and demands that drivers may have on the new technology, to determine their driving habits and to establish how they want to charge their cars. Vattenfall will, among other things, test various concepts for high-speed home charging and also for charging stations in public places, where owners pay to fuel with electricity. The cars that are planned for series production in 2012 will feature somewhat different technology, but the launch of the demonstration vehicles is a step towards series-producing plug-in hybrid cars specifically tailored to market needs.

ZAP Founded in California in the mid 1990s, ZAP has delivered more than 100,000 alternative powered vehicles, mainly EVs in 25 years. It offers a range of small commuter EVs such as the three-wheeler Xebra Sedan and pick-up, but their short 40Kms range and 65Km/h top speed are symptoms of its lead-acid batteries. The ZAP truck and van shuttle both use AGM (Absorbed Glass Mat) lead-acid batteries but have similarly restricted ranges and performance. In May 2009, ZAP unveiled an 8,000-watt wheel motor powering both rear wheels of a production ZAP electric truck. This latest wheel motor design is the result of more than five years research to improve the power and efficiency of its EVs. The design translates to more available space, which can be dedicated to a larger battery for range extension. This new design could go into production in various electric car and truck configurations by next year with adequate funding. The 8,000-watt motor design is almost ten inches in diameter compared to the seven-inch diameter, 3,000-watt motor powering the Zapino scooter. With the assistance of Lotus engineering ZAP has developed Alias, a two-seater three-wheeler, that is technically classed as a motorcycle. Although deposits are being taken there is no news, as yet, of when production starts.



Zenn The most controversial aspect of this Canadian company is its financial tie-up with the secretive EEStor Inc. of Texas that is developing a high capacity energy storage unit that, if it succeeds, will be a eureka moment in the world of electric vehicles. Zenn has been waiting for EEStor to deliver since 2007 and it’s now the belief that it will receive its first energy storage units in the final quarter of 2009. Though the company has just as many sceptics as followers, it plans to use an EEStor storage unit to build a vehicle called the CityZenn that will have a top speed of 125Km/h and a range of up to 400Kms on a single charge. The EV is a three-door five-seater town car restricted to 40Km/h by local Canadian laws. Built on an aluminium spaceframe with ABS body panels, it is powered by a EV31A-A Discover Battery Pack - 6 x 12V x AGM maintenance free, valve-regulated, sealed lead-acid batteries that can be recharged in four hours using a standard 110 volt electrical outlet. A full charge from 80 % depleted takes approximately eight hours. It has a 50 to 80Kms range, reaches 32Km/h in 5.7 seconds and 40Km/h in 9.2 seconds.



A123 Batteries

Address A123Systems, Inc Arsenal on the Charles 321 Arsenal Street Watertown, MA 02472 Tel: 617-778-5700 Fax: 617-778-5749 Internet: http://www.a123systems.com/ Senior Officers David Vieau, President & CEO Grace Chang, Vice-President, Quality Dr. Yet-Ming Chiang, Founder Ric Fulop, Founder & Vice-President, Business Development Louis Golato, Vice-President, Operations Robert J. Johnson, Vice-President & General Manager, Energy Solutions Group Eric J. Pyenson, Vice-President & General Counsel Dr. Bart Riley, Founder, Chief Technology Officer, Vice-President & R&D Michael Rubino, Chief Financial Officer & Vice-President, Finance & Admin Evan Sanders, Vice-President, Global Sales Dr. Tao Zheng, President, China Products Lithium-ion battery Plants US Sales US$41.34m (Year to 31.12.07) Employees 1,100 (2007)

A123Systems is a leading manufacturer of rechargeable lithium-ion batteries and battery systems. The company principally serves the transportation, electric grid services, and portable power markets in North America, Asia, and Europe. In its transportation business, the company manufactures products for hybrid electric, plug-in hybrid vehicles, electric vehicles (EV) and extended-range EV, heavy duty and aviation markets. The company serves numerous automotive companies, including Chrysler and GM. Recent Developments Corporate strategy A123Systems is forming collaborations with electric vehicle manufacturers and other hybrid battery makers. The company formed a joint-venture with Cobasys to jointly manufacture lithium-ion energy storage systems for hybrid electric vehicle applications. A123Systems is also drawing on the research and technology development expertise of GE Global Research in Niskayuna, New York (US) to develop batteries. GE Energy Financial Services and GE Global Research are backing electrification developments in the transportation sector. GE Energy Financial Services announced it has invested in A123Systems to help the company roll out batteries for the Norwegian electric car maker Th!nk Global. In January 2007, A123Systems received a funding of US$40m by its investors such as General Electric Commercial Finance, Alliance Capital and FA Technology Ventures, to produce plug-in hybrid electric vehicle (PHEV) batteries as well as to support the growing demand in the power tool, hybrid electric vehicle (HEV) and consumer applications markets. In 2008, the company received a funding of US$10m from Michigan Strategic Fund to manufacture hybrid car batteries. Also, the company recently applied for a loan of US$1.84bn for the construction of new lithium-ion battery manufacturing facilities in southeast Michigan and other parts of the US. Joint-venture • In January 2007, A123Systems and Cobasys signed a memorandum of

understanding to jointly manufacture lithium-ion energy storage systems for hybrid electric vehicle (HEV) applications. A123Systems supplies its automotive-class nanophosphate lithium-ion cells and technology. Cobasys provides the technical assistance and expertise for the development of battery system products such as packaging, thermal management, wiring, electronics and control algorithms. Cobasys is a manufacturer of battery system solutions for transportation markets, including HEV and electric vehicles.

Investment • In January 2009, A123Systems applied for a loan of US$1.84bn for the

construction of new lithium-ion battery manufacturing facilities in southeast Michigan and other parts of the US. The company submitted an application under the US Department of Energy's Advanced Technology Vehicles Manufacturing Incentive Program. In November 2008, the Michigan Strategic Fund approved a US$10m in funding for A123’s new plant in Michigan under the fund’s Centers of Energy Excellence program. The company expects to employ 14,000 workers and manufacture five million hybrid car batteries by 2013. The company is working with seven hybrid and electric car makers, including GM, Chrysler and Th!nk.

Contracts • In January 2009, A123Systems announced that it had won a contract to supply

lithium-ion batteries for Chrysler’s electric car due to be launched in 2011. • In March 2008, A123Systems signed a contract to supply lithium-ion batteries



for Th!nk electric vehicles. • In January 2007, A123Systems received a US$15m contract from the US

Department of Energy and the United States Advanced Battery Consortium (USABC), an organisation composed of erstwhile DaimlerChrysler, Ford and GM. The deal was to manufacture HEV batteries.

• In 2007, A123Systems secured a contract to supply batteries to GM’s plug-in hybrid Saturn Vue.

New Product Developments In 2007, A123Systems spent US$13.24m on its R&D activities compared with US$8.85m in 2006. • In May 2007, A123Systems introduced its 32-series cells that are specifically

designed for HEV and Plug-in Hybrid Electric Vehicle (PHEV) use. These batteries provide specific power, safety and abuse-tolerance. It offers greater volumetric energy density and the lowest cost per watt-hour.

• In October 2006, A123Systems developed high voltage battery modules for use in a commercial-grade fuel cell hybrid powertrain. The company worked with General Electric and Ballard Power Systems to design these modules for the National Fuel Cell Bus Program (NFCBP) under the Department of Transportation’s Federal Transit Authority. The A123Systems batteries comprise a power boost component which provides higher specific power, lighter weight and smaller overall volume than the existing battery packs. It makes it more suitable for heavy-duty commercial use.

Financial Overview For the financial year ended 31 December 2007, A123Systems sales were US$41.34m compared with US$34.34m in 2007. Operating loss widened from US$15.54m to US$32.35m. Net loss increased from US$15.77m to US$30.96m. For the first quarter ended 31 March 2008, the company’s consolidated sales increased over 26% to US$10.29m compared with the same period in 2007. Operating loss increased from US$5.08m to US$14.22m. Net loss widened 203% to US$13.89m.

Year Sales (US$m)

Operating Income (US$m)

Net Income (US$m)

R&D Expenditure (US$m)

2007 41.3 (32.4) (30.9) 13.2 2006 34.3 (15.5) (15.8) 8.9 2005 0.7 (14.3) (14.3) 11.2

Outlook While automakers around the world have been planning to use lithium-ion batteries in future hybrids and all-electric vehicles, most of the world’s manufacturing of such batteries is in Asia. A123Systems’ recent contracts have placed A123Systems in a coveted position among lithium-ion-battery start-ups. After the success of the Toyota Prius hybrid, projections for hybrid sales keep growing. The collaboration with Th!nk helps the company achieve the large-scale production of batteries and integrate them into commercially available electric vehicles.



Advanced Battery Technologies

Batteries

Address Advanced Battery Technologies 21 West 39th Street, Suites 2A New York NY 10018 Tel: +212 391 2752 Fax: +212 391 2751 Internet: http://www.abat.com.cn Senior Officers Zhiguo Fu, Chairman & CEO Guohua Wan, CFO Products Polymer lithium ion battery Plants China Sales Group: US$45.2m (Year to 31.12.08) Employees Group: 905 (Year to 30.09.08)

Advanced Battery Technologies (ABAT) manufactures rechargeable polymer lithium-ion (PLI) batteries. The company's products include rechargeable PLI batteries for electric automobiles, motorcycles, mine-use lamps, notebook computers, walkie-talkies and other electronic devices. Advanced Battery Technologies is a holding company and is involved in the business of PLI batteries through its subsidiaries, Cashtech Investment Limited (Cashtech) and Heilongjiang Zhong Qiang Power-Tech Co.,Ltd. (ZQ Power-Tech). ZQ Power-Tech is a company based in China, in which Cashtech owns 100% interest. ZQ Power-Tech’s offices and manufacturing facility are located in northern China, in the Province of Heilongjiang. ZQ Power-Tech designs, manufactures and markets rechargeable polymer lithium-ion (PLI) batteries. PLI batteries produce an average of 3.8 volts per cell, which makes them attractive in terms of both weight and volume. ZQ Power-Tech’s batteries combine chemistry with polymer technology. Customers for vehicle battery components include Aiyingsi, ZAP, and Beijing Guoqiang Global Technology Development Co. The chairman and CEO Zhiguo Fu formed the company in 2002. Recent Developments Corporate strategy Advanced Battery Technologies, through its operating subsidiary ZQ Power-Tech, hopes to ride the rising wave of electric and hybrid-electric vehicle sales. n 2008, ABAT signed a deal to acquire Wuxi Angell Autocycle Co. Ltd, a developer and manufacturer of various types of electric vehicles, including electric bikes, agricultural transport vehicle and electric sports utility vehicles. Through this acquisition, the company has gained efficiency and strengthened its presence in the electric vehicles market. The company has been working on R&D and in 2007 developed the nano material lithium ion battery which is now used in electric vehicles. The company has a strong balance sheet and US$32.7m cash available as of the end of 2008 that it intends to utilise for production increases and technology related acquisitions. The company is increasing capacity at Harbin and expects the expanded assembly line capacity in Harbin to be operational in the late second quarter of 2009 and believes the facility has the ability to generate approximately US$22m in sales in 2009. By the end of 2009 ABAT expects new production facilities with US$44m of annual potential sales to be fully operational. In 2008 the company completed an equity placement to obtain the capital necessary for the expansion. ABAT is seeking opportunities to expand production, increase product availability and position its business for the long term. Acquisitions • In December 2008, the company announced its intent to acquire 55% of

Wuxi Angell, a manufacturer of electric vehicles, including electric bikes, agricultural transport vehicles and electric sports utility vehicles. The company expects to close the acquisition in the second quarter of 2009.

Contracts • In March 2007 ZQ Power-Tech signed a sales contract with Beijing



Guoqiang Global Technology Development Co. Ltd. to supply a total of 3,000 PLI battery sets for use in electric garbage trucks being designed for the 2008 Olympics.

• In July 2006 ZQ Power-Tech received its first commercial order for bus batteries, as a Chinese bus manufacturer ordered five PLI battery packages.

• In October 2006 ZQ Power-Tech entered into a memorandum of understanding with Left Coast Conversions, which would use its PLI batteries in its gas-to-electric car conversions.

New Product Developments In May 2007, Advanced Battery Technologies, a developer and manufacturer of rechargeable polymer-lithium-ion (PLI) batteries, announced that its wholly owned subsidiary, ZQ Power-Tech, was issued a patent of invention by The Intellectual Property Bureau of the People's Republic of China for the invention of the nano material lithium ion battery and its technology process. With the granting of this new patent Advanced Battery Technologies holds a total of eight patents, seven of which are China patents and the other one a US patent, all in the area of battery technologies. The company’s R&D team worked with Harbin Institute of Technology (HIT) to make this lithium ion battery technology. The battery has a greater power capacity, longer cycle life and significantly shorter re-charge time; therefore it enjoys a great potential for application in powering electric vehicles. Financial Overview In the financial year ended 31 December 2008, sales were US$45.2m, an increase of US$13.3m, or 41.6% from US$31.9m for 2007. The increase in sales was driven by increased sales volume, new customer growth and increased sales of batteries for motorised vehicles. For 2008, large capacity battery cells generated US$13.5m in sales or 29.8% of total revenue. For 2008, operating income increased approximately 84.3% to US$18.8m from US$10.2m during 2007. Operating expenses decreased 11% to US$3.3m from US$3.7m in the prior year. The decrease reflected a one-time compensation charge that was recorded in 2007 plus a decrease in R&D costs as the company focused on expanding the company's production facility. Net income in 2008 increased 57.7%, to US$16.1m compared with US$10.2m in 2007. The market for large and medium capacity battery cells continued to expand, particularly for usage in electric sanitation vehicles, electric scooters, electric bicycles, power tools, miners' lamps, searchlights and other applications.

Outlook The company is positive about its future growth. For the first quarter of 2009 the company expects sales of US$10.7m and net income of US$4.65m. This compares to US$10m and US$3.8m in sales and net income achieved in the first quarter of 2008. Sales for full year 2009 are expected to be US$66m and net income is expected to be US$27.5m. The acquisition of Wuxi Angell will be helpful in getting greater capabilities in the electric vehicles market. Also, the increase in production capacity will generate tremendous revenue potential going forward by the end of 2009. Also, the new patent will give ABAT an edge in its effort to address the electric vehicle market in addition to its PLI battery technologies.

Year Net Sales (US$m)


Net Income (US$m)

R&D expenditure (US$)

2008 45.2 18.8 16.1 4,000 2007 31.9 10.2 10.2 384,000 2006 16.3 5.3 6 0 2005 4.2 0.14 (0.16) 32,000



Altair

Nanotechnologies Batteries and electrode materials

Address Altair Nanotechnologies, Inc. 204 Edison Way Reno, NV 89502 Tel: +1.775.856.2500 Fax: +1.775.856.1619 Internet: http:// www.altairnano.com/ Senior Officers Terry Copeland, President & CEO John Fallini, CFO & Corporate Secretary Bruce Sabacky, Chief Technology Officer C. Robert Pedraza, Vice-President,Corporate Strategy Dan Voelker, Vice-President, Engineering & Operations Products Nano lithium titanate battery cells, batteries, battery packs and electrode materials Plants US Sales US$5.7m (Year to 31.12.08) Employees 92 (2008)

Altair Nanotechnologies (Altairnano) designs and manufactures energy storage systems. The company offers commercial solutions for the electricity grid, utility-scale renewable power integration, and applications supporting remote uninterruptable power supply requirements, military and transportation. The company organises its business into three divisions: • Power & Energy Group: designs nano lithium titanate battery cells, batteries,

and battery packs. It also offers related design and test services. In addition, this division deals in the development and sale of products that test electrode materials for use in nano lithium titanate batteries.

• Performance Materials division: produces titanium dioxide pigment for use in paint and coatings. It also develops nano titanium dioxide materials for use in various applications, including those related to removing contaminants from air and water. This division is also involved in the testing, development, marketing, and/or licensing of nano-structured ceramic powders for use in advanced performance coatings, air and water purification systems, and nano-sensor applications.

• Life Sciences division: engaged in the co-development of RenaZorb, a test-stage active pharmaceutical ingredient, which is designed for the treatment of elevated serum phosphate levels in human patients undergoing kidney dialysis. This division is also involved in the development of a manufacturing process related to a test-stage active pharmaceutical ingredient, designed to be useful in the treatment of companion animals.

Recent Developments Corporate strategy Over the last several years, Altairnano has been forming strategic alliances to develop batteries for the hybrid and electric vehicles’ markets. In 2007, Altairnano and ISE Corporation entered into an agreement to jointly develop lithium rechargeable battery packs for use in hybrid electric and all electric heavy-duty vehicles. Altairnano also collaborated with UQM Technologies to pursue opportunities for their complementary technologies in advanced transportation and other high potential markets. In 2006, Altairnano entered into a deal with Alcoa AFL Automotive to develop a battery pack system for medium-duty hybrid trucks. The company signed a mutually exclusive development agreement for lithium polymer batteries in China with Advanced Battery Technologies in 2005. Joint-venture • In June 2007, Altairnano signed an agreement with ISE Corporation to jointly

develop and commercially supply lithium rechargeable battery packs for use in hybrid electric and all electric heavy-duty vehicles. Altairnano’s role is to provide NanoSafe cells and batteries for the battery pack based on their proprietary lithium titanate electrode materials, and data on the proper care and management of their cells and batteries. ISE designs the system and utilises its data on operating environments, vehicle shock and vibration criteria, vehicle duty cycles and proprietary software and control electronics. Other cooperative areas include cell equalisation and packaging of the commercial product.

• In February 2007, Altairnano and UQM Technologies formed a strategic alliance to collaboratively pursue opportunities for their complementary technologies in advanced transportation and other high potential markets. UQM provides its electric motor, power generator and power electronic products and Altairnano provides its NanoSafe battery packs.

• In September 2006, Altairnano and Alcoa AFL Automotive signed a deal to jointly develop a battery pack system for medium-duty hybrid trucks. The agreement combined AFL Automotive's expertise in vehicle electrical



distribution systems and Altairnano's nano-titanate battery technology to deliver a battery pack system that can be integrated into the vehicle's electrical architecture. The joint development agreement also involved prototyping, development, system design and was completed in early 2007.

• In April 2005, Altairnano and Advanced Battery Technologies signed a mutually exclusive development agreement for lithium polymer batteries in China. The agreement covers the incorporation of Altairnano’s battery electrode nano-materials into ABAT's existing polymer battery product lines. Terms of the agreement were not disclosed.

• In March 2004, Altairnano signed a memorandum of joint development work with Hosokawa Micron International to jointly focus on three strategic initiatives: first was to establish a development program using both companies' combined technologies to develop advanced electrode materials for electrochemical devices, which includes batteries, capacitors and supercapacitors from a variety of nanomaterials; second to strengthen the technical and market position of both companies by combining technological and financial assets, including existing manufacturing capabilities; and third was to apply for US government grants for the development and testing of the electrodes.

Contracts • In October 2008, Altairnano received an initial US$540,000 order for four

hybrid electric vehicle (HEV) demonstration battery packs from DesignLine International. The HEV battery packs will be utilised in buses for three city transit customers, and one HEV battery pack will be used for a modular testing program.

• In May 2007, Altairnano secured a US$2.21m order for its rapid-charge, high-power NanoSafe 35 KWh battery packs for use in sport utility trucks (SUTs) and sport utility vehicles (SUVs) manufactured by Phoenix Motorcars.

• In June 2006, Altairnano won a US$750,000 order for its electric car batteries from Phoenix Motorcars. The battery packs were based on the company’s nano-lithium ion battery technology. They were engineered and manufactured at Altairnano’s Anderson, Indiana (US) facility.

• In May 2006, Altairnano and Boshart Engineering entered into a two-year joint development agreement for the design and engineering of a full-speed electric vehicle. The car was powered by an Altairnano rechargeable advanced lithium ion battery system.

New Product Developments In 2008, Altairnano spent US$16.9m on its research and development (R&D) activities compared with US$15.4m in 2007. Financial Overview For the year ended 31 December 2008, Altairnano reported sales of US$5.7m, down from US$9.1m for 2007. Operating loss decreased to US$30.1m from US$33.1m. Operating expenses were US$35.9m compared with US$42.2m in the previous year. Net loss was US$29.1m compared with a net loss of US$31.5m in 2007.

Year Sales (US$m)


Net Income (US$m)

R&D Expenditure

(US$m) 2008 5.7 (30.1) (29.1) 16.9 2007 9.1 (33.1) (31.5) 15.4 2006 4.3 (17.7) (17.2) 10.1 2005 2.8 (10.5) (9.9) 5.1 2004 1.2 (6.9) (7.0) 2.2

Outlook With gasoline fuel prices rising worldwide, demand for hybrid and electric vehicles are expected to rise in the coming future. The alliances formed in the recent past will help Altairnano to strengthen its position in the hybrid vehicles’ market. The collaboration between Altairnano and UQM Technologies on product development opportunities helps both companies to commercialise their proprietary technologies as well as develop optimised solutions that require motive power, on-board energy storage and power generation.



Asahi Kasei Batteries

Address Asahi Kasei EMD 1-105 Kanda Jinbocho Chiyoda-Ku Tokyo 101-8101 Japan Tel: +81 3 3296 3000 Fax: +81 3 3296 3161 Internet: http://www.asahi-kasei.co.jp/ Senior Officers Nobuo Yamaguchi, Chairman & Representative Director Shiro Hiruta, President & Representative Director, Presidential Executive Officer Ichiro Itoh, Director, Vice-Presidential Executive Officer Kiyoshi Tsujita, Director, Senior Executive Officer Katsuhiko Sato, Director, Senior Executive Officer Yuji Mizuno, Director, Executive Officer Yoshio Hayashi, Director, Executive Officer Satoru Yamaguchi, Manager, Planning & Co-ordination group, Asahi Kasei’s Hipore & Battery material division Products Separator for lithium-ion batteries Plants China (10), Europe (8), Hong Kong (2), Indonesia, Korea (4), Singapore (2), Taiwan (4), Thailand (2), US (7) Sales Group: (¥1,696.8bn US$17.1bn, 31 March 2008) (Year to 31.03.2008) Employees Group: 23,854 (March 2008)

Asahi Kasei Corporation offers pioneering solutions to a varied range of markets including fibres, chemicals, consumer products, housing, construction, electronics and health care. Asahi Kasei Corporation is a Japan based holding company engaged in eight business segments. The company has its business in Chemicals, Homes, Pharma, Fibres, Electronics Materials & Devices (EMD), Construction Materials, Kuraray Medical and Medical. Asahi Chemicals offers specialty products out of its diverse range of products, which offers Hipore microporous membrane. It contributes as a separator in lithium-ion batteries. Recent Developments Strategy The company launched its “Growth action – 2010,” strategy for the fiscal year 2006-2010. The key areas of this strategy are to expand and enhance global and domestic businesses. Under this plan, Asahi Chemical is focusing on the expansion of the production capacity, its Hipore business, to meet the strong demand for lithium-ion rechargeable battery separatosr. Hipore separators currently hold a 50% share of the world market. Potential demand has been forecast in next-generation hybrid electric vehicles. Currently, the company is planning to venture into automotive applications including both hybrid-electric vehicles and all-electric vehicles. In April 2009 the electronics materials-related businesses of the holding company, Asahi Kasei Chemicals, and Asahi Kasei EMD were integrated in a new operating company. The combination of all the related technology and know-how throughout the Asahi Kasei Group in a single strategic entity will enable a heightened level of growth and development. Financial Overview For the financial year 31 March 2008, the company reported a growth of 4.5% to ¥1,696.8bn (US$17.1bn). The primary reason for overall growth is due to increase in sales in chemical operations, as high feedstock costs were reflected in high product prices. Operating profit decreased by 0.1% to ¥127.7bn (US$1.28bn). Homes and Construction Materials faced the lowest operating profit but Chemicals and Fibre segments kept the overall decline to a minimum. Net income grew by ¥1.4bn (US$11.8m) to ¥69.9bn (US$704.7m). Outlook To meet the targets of Growth Action – 2010, the company will promote the development of distinguished, value added products. The expected growth in demand for next generation hybrid electric vehicles has prompted the company to evaluate the opportunities for the adoption of lithium-ion batteries. The integration of Asahi Kasei Chemicals and Asahi Kasei EMD is expected to increase its market share for batteries.



Axion PowerBatteries

Address Axion Power International Inc 3601 Clover Lane New Castle, PA 16105 Tel: 724 654 9300 Fax: 724 654 3300 Internet: http://www.axionpower.com/ Senior Officers Tom Granville, CEO & Director Don Hillier, CFO Edward Buiel , Vice-President & Chief Technology Officer Bob Nelson , Vice-President - Manufacturing Products Lead carbon batteries Plants US Sales US$679,559 (Year to 31.12.08) Employees 50

Axion Power manufactures lead carbon batteries for a wide range of energy storage and power delivery markets including renewable energy (wind, solar), grid-related (uninterruptible power, load-leveling, peak shaving), and emerging markets, including hybrid electric vehicles. The company’s operations are conducted through its subsidiary, Axion Power Battery Manufacturing, at its battery plant located in New Castle, Pittsburgh, Pennsylvania (US). The company develops solutions for hybrid electric vehicles, electric vehicles, PEV, hybrid truck/bus/train, grid-based energy storage, truck auxiliary power unit and military applications. Recent Developments Corporate strategy Axion Power is focused on manufacturing batteries for use in hybrid and electric vehicles. The company is taking advantage of the grants announced by governments to boost the hybrid market. In February 2009, the company received a grant of US$380,000 from the Advanced Lead-Acid Battery Consortium, to support the research into two key areas. The first grant seeks to identify the mechanism by which the optimum specification of carbon, when included in the negative active material of a valve-regulated lead-acid battery, provides protection against accumulation of lead sulphate during high-rate partial-state-of-charge operation. The second grant seeks to characterise Axion’s proprietary PbC™ battery in hybrid electric vehicle type duty-cycle testing. The consortium is the leading industry association made up in part by the largest companies supplying the world’s battery market and is expected to be completed in 2009. Additionally, in February 2009, the company received notice that it will receive a grant from the Pennsylvania Alternative Fuels Incentive Grant program. The US$800,000 first-year grant, which was announced by Governor Edward Rendell in January 2009, is part of Pennsylvania’s overall effort to invest in businesses that are developing innovative clean energy and bio-fuels technologies. The award proceeds will be used to demonstrate the advantages the Axion proprietary PbC battery technology provided in a variety of electric vehicle types, including hybrids and electric vehicles. The grant proceeds are expected to be received in 2009. Contracts In April 2009, Axion Power International signed a Memorandum of

Understanding (MoU) for a multi-year, global supply relationship with Exide Technologies for the purchase of Axion PbC batteries. According to the terms of the agreement, three consecutive phased purchase- and test-periods will commence immediately, with Axion supplying an increasing number of batteries to Exide on a monthly basis. The first two phases will be for 18 months, which if successful, will lead to the final two phases of the agreement. Shipments under the agreement would begin in Phase I, which is scheduled to last 10 months and would ramp up at each phase point, assuming successful testing. No further details on anticipated shipments and schedules were released.

In November 2008, Axion Power International received a purchase order for 92,250 flooded lead-acid batteries. These batteries were produced over the period of next 11 months under a toll-manufacturing contract with a major North American battery manufacturer. The purchase order is the first phase of a relationship that could expand to 50,000 units per month by mid 2009. It is expected to generate US$6.4m in sales over 2009.

New Product Developments In 2008, Axion Power research and development (R&D) expenses were US$3.9m compared with US$2.2m for the same period in 2007, representing an increase in spending of 46%. The increase was due to the increased costs associated with additional efforts incurred to design, develop and



test advanced batteries and energy storage products based on its patented lead carbon battery ( PbC ), including manufacturing activities to prepare the plant for future PbC production, pilot product production and demonstration project production activities. In 2008, the company increased its R&D staff by about 50% and signed them to long term contracts. Financial Overview For the financial year ended 31 December 2008, Axion Power International sales were US$679,559 compared with US$533,911 in 2007. The increase was primarily due to the sale of legacy lead-acid batteries for antique, collector and racing cars. The company reported a net loss of US$10.6m compared with a net loss of US$14.3m in the preceding year. In 2008, the company had one customer that accounted for about 10% of the consolidated sales.

Year Sales (US$m)

Net Income (US$m)

R&D Expenditure (US$m)

2008 0.7 (10.6) 3.9 2007 0.5 (14.3) 2.2 2006 0.3 (7.7) - 2005 - (9.6) 1.6 2004 - (3.7) 1.8

Outlook Axion Power has incurred net losses since its inception, and it is likely the company may not be able to generate sufficient sales and gross margin in the near future to achieve or sustain profitability. Axion Power sees a number of global market opportunities for its technology, which are projected to exceed US$4.3bn in combined annual sales by 2009. Renewable (wind/solar) applications are expected to grow from current estimates of US$400m to US$895m of annual sales by 2009; grid-related applications to reach to US$600m; DC power applications to increase to US$900m and emerging (hybrid electric vehicles, fuel cells) markets to grow from US$180m annually to US$2bn by 2009.



Bolloré Batteries and supercapacitors

Address Bolloré SA Tour Bollore 31-32 quai de Dion-Bouton Puteaux, 92811 France Tel: 33-1-46964433 Fax: 33-1-46964422 Internet: http://www.bollore.com batScap Odet Ergué Gabéric 29556 Quimper cedex 9 Tel: + 33 (0)2 98 66 78 00 Fax: + 33 (0)2 98 66 78 01 http://www.batscap.com Senior Officers Vincent Bollore, Chairman & CEO Cedric De Bailliencourt, Vice-Chairman & CEO Thierry Marraud, CFO Products Supercapacitors and lithium metal polymer batteries Plants Canada, France Sales €7.33bn (US$10.3bn, 31 December 2008) (Year to 31.12.08) Employees Group: 32,164 (2008)

Bolloré is active in numerous areas, including plastic films and thin papers for capacitors and packaging; transportation in Africa, including freight forwarding, stevedoring, shipping lines and railways; international logistics, such as freight charters and fuel distribution. BatScap, a subsidiary of Bolloré, specialises in the design and manufacture of lithium metal polymer batteries and supercapacitors for industrial use. BatScap manufactures supercapacitors for automotive, energy, space, aircraft, military, or other industrial markets. It also develops lithium metal polymer battery for automotive, stationary markets (telecommunications, UPS, energy storage) and space and defence. Recent Developments Corporate strategy In its automotive business, Bolloré started with manufacturing capacitor films and soon expanded operations to lithium polymer batteries through its subsidiary BatScap. The company acquired Avestor in March 2007, which gave it new capabilities and a production unit in Canada. Avestor had also been focusing on developing batteries for stationary markets, particularly telecommunications, while BatScap was aiming to focus on electric automobile applications. Avestor’s technical capacities were redirected to BatScap and the combined company decided to expand competence and operations in developing batteries for electric vehicles. In January 2008, the company opened its first supercapacitor industrial production unit at Ergué-Gabéric, near Quimper (France). The company is also concentrating its efforts towards CO2 emissions reduction. BatScap along with other partners such as Valeo, initiated the LOwCO2MOTION research program in March 2007. The research program focuses on developing camless systems and advanced mild hybrids with ultracapacitors. Acquisition • In March 2007, Bolloré acquired the assets of Canadian manufacturer Avestor

to expand its battery production business. The acquisition includes intellectual property, buildings, research & development material and a 130,000m2

production site in Boucherville near Montreal (Canada). Around 50 people that were previously employed by Avestor were transferred to BatScap. Avestor was engaged in the development of lithium polymer batteries for automotive and telecommunication applications. It was also active in batteries and battery systems for hybrid and pure electric vehicles. Financial terms were not disclosed.

Joint-venture • In June 2008, Valeo signed a contract with OSEO, the French state financing

group dedicated to supporting innovation, for €61m (US$96.4m) in funding for its research program LOwCO2MOTION. The research program aims to improve vehicle engine efficiency and contribute to reducing CO2 emissions in vehicles by developing camless systems and a next-generation mild hybrid with ultracapacitors for energy storage. The LOwCO2MOTION program includes a total investment of €211.6m (US$334.3m) over the period 2007-2011 announced in March 2007. Under the contract signed with OSEO, Valeo will receive €54.8m (US$86.6m), of which €19m (US$30.1m) in direct subsidies and the rest in repayable short-term loans. Valeo’s partners are: PSA Peugeot Citroën, Batscap, IFP (Institut Français du Pétrole) and INPG (Institut National Polytechnique de Grenoble).

Investment • In January 2008, the Bolloré Group officially opened its first supercapacitor

industrial production unit at Ergué-Gabéric, near Quimper (France). Nearly €36m (US$53.22m) was invested and 50 people were hired. The first



industrial production line, with a maximum capacity of one million units per year was installed alongside the production units for capacitor components. This new industrial production line covers a surface area of 2,100m².

Contracts • BatScap batteries equips Bolloré’s electric car BlueCar, which was exhibited

at the Geneva Motor show in 2007. • In February 2008, the Gruau electric Microbus powered by lithium metal

polymer batteries and supercapacitors developed by Batscap is scheduled to be launched during the second half of 2009.

New Product Developments Being a privately-owned company, Bolloré does not disclose its research and development (R&D) expenditure. Financial Overview For the fiscal year ended 31 December 2008, Bolloré sales increased 14% to €7.33bn (US$10.3bn, 31 December 2008) compared with €6.4bn (US$9.4bn, 31 December 2007) in 2007. Business-wise, Transportation & logistics contributed 61.7% to the consolidated sales, followed by Fuel distribution at 33.4%, Industry 4.6% and Others (media, telecoms, plantations, shareholdings) 1.3%. Operating profit was €124m (US$178.8m), an increase of 18%. Net profit for the period increased 84% to €50.3m (US$70.5m).

Year Sales (€bn) Operating Profit (€m)

Net Profit (€m)

2008 7.3 124 50 2007 6.4 105 321 2006 5.9 102 583 2005 5.4 121 274 2004 4.9 95 41

Year Sales

(US$bn) Operating Profit

(US$m) Net Profit (US$m)

2008 10.3 174.8 70.5 2007 9.4 154.5 472.8 2006 7.8 134.7 769.7 2005 6.4 143.3 324.5 2004 6.7 129.6 55.9

Outlook With the Avestor acquisition, Bolloré also gained a plant in Canada. With this addition, Bolloré now has manufacturing presence in western Europe and North American automotive markets, which will help the company to serve OEMs directly and hence will strengthen its relationship with them. Additionally, it can be expected that the company might set up more production units in the near future to cater to the increasing demand for electric vehicles.



BYD

Batteries, network power systems

Address BYD Company Limited No.3001, Hengping Road, Pingshan Longgang District 518118 Shenzhen City Guangdong Province P.R.China Tel: + 86-755-89888888 Fax: + 86-755-84202222 Internet: http://www.byd.com.cn Senior Officers Wang Chuan-fu, Executive Director Lu Xiang-yang, Non-executive Director Xia Zuo-quan, Non-executive Director Products Nickel batteries, lithium-ion batteries, network power systems Plants China (9) Sales Group: CNY26.78bn (US$3.92bn, 31 December 2008) (Year to 31.12.08) Batteries:CNY6.20bn (US$909.45m, 31 December 2008) (Year to 31.12.2008) Employees Group: 130,000 (2008)

BYD Company Limited, established in 1995 in China, has two core businesses namely IT Part business and Automobile Business. Starting with batteries business for handsets today BYD manufactures its own cars. BYD’s IT Part business includes handsets components and assembly service, and rechargeable batteries. The company started with handset components and today provides rechargeable batteries like nickel and lithium-ion batteries. BYD also has expertise in R&D. The company has its own Central Research Institute established in April 2005 and a BYD Technical School sponsored by BYD Company Limited with the approval of Shenzhen Municipal government. In 2008, BYD had 73% of total sales from China, 13% from Asia Pacific (excluding China), 7% from Europe, 5% from America and 2% from Others. Recent Developments Corporate Strategy BYD has had a leading position in the global rechargeable battery market for many years. The company’s stratgey to maintain this position is to keep prices of its products competitive in the market and continous innovation with the help of its research and development capabilities. The company also plans to diversify applications of the battery products in different markets to gain additional market share in the rechargeable battery market. A step towards this strategy is the joint-venture (JV) formed with Wuhan Iron and Steel Group in March 2009. Strategy of forward integration in the field of car manufacturing has also proved beneficial to the company. The manufacturing taking place locally and most of the raw material procured internally has reaped profits for the automobile segment. The company has already started earning profits from this new segment within a span of six years. This was possible due to the constant emphasis on R&D activities. Joint-Ventures • In March 2009, BYD and Wuhan Iron and Steel Group (WISCO) formed a

strategic co-operation agreement. Both companies benefit in the field of technology, new product research and development, information sharing, steel distribution and processing. WISCO accounted for 60% of the company’s total purchase in 2008.

Contracts • In March 2009, BYD won a contract from AUTO EV (An Electric Vehicle

Development Corporation of Japan) to supply batteries for its new electric cars to be launched in May 2009.

New Product Developments BYD’s expenditure on research and development in 2008, increased by 67.29% to CNY1.16bn (US$170.6m, 31 March 2008) from CNY695.22m (US$95.3m, 31 March 2007) in the previous year. The Central Research Institute and Technical school, sponsored by BYD Company Limited, is situated within BYD Baolong industrial park at Longgang District in Shenzhen, China covering an area of 60,000m2 including 40,000m2 for buildings. The institute offers courses with a combination of learning in class, practice in work-shop and research in lab. Financial Overview For the financial year ended 31 March 2008, BYD’s sales increased by 26% to CNY26.78bn (US$3.92bn, 31 December 2008). The company recorded decrease in profit before tax of 21.7% to CNY1.36bn (US$199.4m) for the year ended 31 December 2008 from CNY1.74bn (US$238.5m) in 2007. The company recorded decrease in net profit of 25% to CNY1.27bn (US$186.2m) in 2008, compared with CNY1.70bn (US$233m) in 2007.



The company’s total sales has contribution from three divisions. Handset components and assembly services contributed 45% in fiscal year 2008, Automobiles contributed 32%, and Rechargeable batteries and others contributed 23%. The total sales of rechargeable batteries amounted to CNY6.2bn (US$909.45m) which decreased 13% in 2008 compared with CNY7.14bn (US$978.87m) in 2007. lithium battery sales amounted to CNY3.93bn (US$576.47m) in 2008 which is in line with 2007 sales which amounted to CNY3.99bn (US$547.02m) whereas, nickel battery sales declined 26% to CNY2.20bn (US$322.71m) in 2008 compared with CNY2.97bn (US$407.18m) in 2007. The rest of the sales in this division was contributed by other related products. Automobile division sales increased 77% to CNY8.64bn (US$1.26bn) in fiscal year 2008 compared with CNY4.87bn (US$667.66m) in 2007. Total units sold amounted to 170,000 in 2008. The company’s geographical sales observed certain changes in countries other than China due to global economic slowdown in 2008. Sales contribution from China increased 45.4% to CNY19.62bn (US$2.87bn) in fiscal year 2008 compared with CNY13.49bn (US$1.84bn) in 2007. Asia Pacific (excluding China) sales declined 13.9% to CNY3.36bn (US$492.86m) in 2008 compared with CNY3.90bn (US$534.6m) in 2007. European sales declined 5.4% to CNY1.98bn year-on-year compared with CNY2.10bn (US$287.9m). America’s contribution to sales declined 3.2% to CNY1.40bn (US$205.36m) compared with CNY1.45bn (US$198.75m) in 2007. Others reported 58% increase to CNY404.36m (US$59.31m) compared with CNY255.29m (US$34.99m) in 2007.

Year Net Sales (CNYbn)

Profit Before

Tax (CNYbn)

Net Income

(CNYbn)

R&D Expenditure

(CNYm)

No. of Employees

2008 26.78 1.36 1.27 1163.09 130,000 2007 21.21 1.74 1.70 695.22 120,000 2006 12.93 1.18 1.12 404.33 55,000 2005 6.49 0.59 0.50 113.64 40,000 2004 6.42 1.06 1.00 69.28 28,000

Year Net

Sales (US$bn

)

Profit Before

Tax (US$m)

Net Income (US$m)

R&D Expenditure

(US$m)

No. of Employees

2008 3.92 199.4 186.2 170.6 130,000 2007 2.90 238.5 233 95.3 120,000 2006 1.65 151.3 143.6 51.85 55,000 2005 0.80 73.1 61.9 14.08 40,000 2004 0.78 128.2 120.9 8.38 28,000

Outlook Considering the global economic slowdown in the auto industry which has also affected BYD’s rechargeable battery business, the company is using new product development to overcome the set backs. The company will be able to sustain the global crisis with the help of its strategy to diversify its products in different markets which would add to the income of the company. The JV with WISCO was a step in this direction. The new contracts earned in March and April 2009 will help the company to make up for the declined sales in fiscal 2008. The company can also rely on its recently developed auto market where it provides quality and advanced products at competitive prices.



Cobasys Batteries

Address Cobasys LLC 3740, Lapeer Road South Orion, Michigan 48359 USA Tel: +248 620 5700 Fax: +248 620 5702 Internet: http://www.cobasys.com Senior Officers Thomas Neslage, President & CEO Scott Lindholm, Vice-President, Systems Engineering & Chief Sales Officer Joseph S Crocenzi, Vice-President, Finance, General Manager, Planning & Business Strategy Jim Greiwe, Vice-President, Manufacturing Gary Absher, Vice-President, Product Development Ed Cozat, Director, Engineering Services Products Nickel metal hydride batteries lithium-ion (Li-Ion): PHEV Systems Plants USA Sales US$14.4m (Year to 30.06.2007) Employees 380

Cobasys is a leading manufacturer and supplier of nickel metal hydride (NiMH) batteries for hybrid electric vehicles (HEVs), and medium-heavy duty vehicles. The company also supplies to the telecommunication, UPS and distributed generation sectors. In 2001, Cobasys was formed as Texaco Ovonic Battery System, but was later renamed as Cobasys in 2004. It is a joint-venture between ChevronTexaco Technology Ventures LLC and Energy Conversion Devices, Inc. For the HEV segment, Cobasys offers NiMH advanced battery systems for passenger cars, SUVs, buses and trucks. Recent Developments Corporate strategy Owners of Cobasys are exploring strategic alternatives to capitalise on opportunities for energy storage solutions in the growing HEV and stationary power industries. Cobasys is working with OEMs to develop batteries and energy storage systems for HEVs, heavy-duty vehicles and plug-in HEVs applications. The company is developing lithium technology and energy system solutions for rechargeable plug-in HEVs. These include providing battery systems for the Saturn Vue Green Line, Saturn Aura Green Line, the Chevrolet Malibu hybrid and a contract to develop lithium battery systems for the new General Motors plug-in hybrid vehicle (PHEV) development program. The company is focusing on the commercialisation of NiMH batteries for the HEV market. The company’s strategy is to conceptualise, design and develop materials, products and production processes and commercialise them internally and through third-party relationship, such as licenses and joint-ventures. In January 2007, the company signed an agreement with A123Systems to use lithium technology of A123Systems to develop products for the HEV market. In 2007, the company also announced investments of over US$30m in plant and equipment to meet the growing demand for NiMH battery systems at its Springboro, Ohio (US) module manufacturing and system assembly plant. In early 2008, partners of the company planned to provide substantial capital contribution which was necessary to fund approved operations in proportion to their membership percentage interests. In the beginning of 2009, the company restructured its business due to the reduction in the production level. The company laid off 119 people. The move was in response to lower orders from its clients. Investments • In April 2007, Cobasys announced expansion of its headquarters at Michigan

(US) to facilitate development of NiMH and lithium systems. Joint-Ventures • In January 2007, Cobasys and A123Systems signed an agreement to form a

partnership to develop lithium-ion energy storage systems for HEV applications.

Contracts Cobasys has contracts for the majority of its capacity through 2010. • In May 2007, Cobasys supplied its NiMHax®battery systems to Enova Systems

for integration into hybrid service vans for Verizon. • In March 2007, Cobasys and A123Systems signed a contract with General

Motors to develop batteries for the Saturn Vue. • In March 2007, Cobasys started supplying the 2008 Chevrolet Malibu Hybrid

Sedan with the 36V NiMH battery system.



• In March 2007, Cobasys started supplying NiMHax® Nickel Metal Hydride (NiMH) battery systems for integration in the Lotus Engineering EVE (efficient, viable and environmental) vehicle. In January 2007, Cobasys won a contract from General Motors to develop a lithium-ion battery system for GM’s Volt plug-in hybrid electric vehicle (PHEV) program.

• In December 2006, Cobasys received a contract from General Motors to supply the NiMHax® NiMH battery system for the Saturn Aura Green Line hybrid mid-size saloon.

• In August 2005, Cobasys signed an agreement with Motorola to manufacture battery control system components for HEV battery systems.

• In July 2005, Cobasys signed a technical cooperation agreement with Panasonic EV Energy, a joint-venture between Matsushita Electric and Toyota Motor Corporation. Under the agreement, Panasonic will sell NiMH battery products for North American transportation applications. Cobasys will receive royalties from Panasonic on North American sales of NiMH battery products through 2014.

• In June 2005, Cobasys received an order from Denver Regional Transport District (RTD) to convert ten hybrid buses from lead batteries to its NiMH battery systems.

New Product Developments • In November 2004, Cobasys, in cooperation with Azure Dynamics, developed

‘NiMhax 336-70’ NiHM battery packs for HEVs. • In August 2004, Cobasys introduced NiMHax battery packs for all

transportation applications. Its packs range from 144volts and 30KW for light duty automotive applications to 672 volts and 280KW for large commercial applications.

Financial Overview: In the financial year ended 30 June 2007 Cobasys’s sales were US$14.4m, 778% higher than the previous year’s figure of US$1.64m. The unit forecasted losses of US$82m in 2008 with funding requirements of at least US$92m compared with US$76m losses in 2007 on funding of roughly US$84m.

Year Sales (US$m)


Net Income (US$m)

2007 14.4 (64.5) (75.35) 2006 1.64 (41.5) (45.32) 2005 1.17 (41.1) (41.27)

Outlook Cobasys has been facing losses since its inception. The partners plan to sell Cobasys because of its uncertain financial conditions. GM had plans to acquire Cobasys, but the process has been put on hold. The members of Cobasys OBS and CTV did not approve of 2008’s business plan and budget because of its lower prospects to grow. In 2008, due to a breach of contract, the company was sued and jeopardised its relationship with Daimler AG, which further impacted the prospects of the company. Cobasys’ future will depend on developing new products such as the lithium technology and energy system solutions for rechargeable plug-in HEVs that the company is currently exploring. The company might perform better in the future as it has signed major contracts for HEVs till 2010. Further, the investments that the company is making to increase production capacity at its manufacturing locations are likely to ensure future growth.



Continental

Lithium-ion batteries

Address Continental AG Vahrenwalder Straße 9 D-30165 Hannover Germany Tel: +49 511 938 01 Fax: +49 511 938 81770 Internet: http://www.conti-online.com Senior Officers Karl-Thomas Neumann, CTO, Chassis & Safety, Interior and Powertrain divisions Jorg Grotendorst, Head, Hybrid Electric vehicle business unit Heinz-Gerhard Wente, COO, ContiTech Division Ralf Cramer, COO, Chassis & Safety Samir Salman, CEO, North America Jeff Klei, President, North America Products Lithium-ion batteries Plants Powertrain Division: Australia, Brazil, China (4), Czech Republic (4), France (2), Germany (9), Hungary, India, Italy, Korea (2), Malaysia, Mexico (3), Philippines, Romania, Russia, Thailand, UK (1), USA (7) Sales Group: €24.3bn (US$34.2bn, 31 December 2008) (Year to 31.12.2008) Automotive group: €14.9bn (US$21bn, 31December 2008) (Year to 31.12.2008) Powertrain division: €4bn (US$5.6bn, 31 December 2008) (Year to 31.12.2008) Employees Group: 139,155 (December 2008) Powertrain Group: 25,244 (December 2008)

Continental is a leading supplier of tires and automotive components. The group manufactures brake systems, chassis components, vehicle electronics and powertrain controls. The Continental Group is made up of the Automotive group and the Rubber group. Each group has three divisions. The company has 200 sites for production and R&D in 36 countries. The headquarter is situated in Hannover, Germany. Continental Rubber group is divided into three main divisions: Passenger and Light truck tires, Commercial vehicle tires and ContiTech. Continental Automotive Systems (CAS) is divided into three divisions: Chassis & Safety, Powertrain and Interior. The Continental Automotive group has sales of approximately €15bn (US$21bn) in 2008. The powertrain division is further divided into five divisions: Engine Systems, Transmissions, Sensors & Actuators, Fuel Supply and Hybrid Electric Vehicles. The Hybrid Electric Vehicles business unit offers all the basic components for a complete hybrid system, in which lithium-ion battery also forms the product family of energy storage systems. Continental started lithium-ion battery system development in 2002, and in 2005 it had its first fully functional lithium-ion battery system. The Powertrain division has presence in 62 locations in 20 countries. In 2008, approximately 25,000 employees achieved sales of €4bn (US$5.6bn). Region wise, in 2008 Powertrain division had 28% sales from Germany, 13% from Asia, 36% from Europe (excluding Germany), 22% from Nafta and 1% from rest of the countries. In July 2007, Continental acquired Siemens VDO, the automotive electronic division of the Siemens group. The company paid €11.4bn (US$15.6m) for the takeover. The acquisition placed Continental among top five global suppliers. The takeover was closed in December 2007. Continental supplies almost all major vehicle manufacturers. Its major customers include BMW, Chrysler, Daimler, Fiat, Ford, General Motors, Toyota, Volkswagen and Volvo. Recent Developments Corporate strategy Continental is focusing on integration of several acquisitions it has made over the last few years, the most recent being of Siemens VDO, the automotive electronics business of Siemens group. In the last ten years, the company acquired businesses of Teves, Temic and the automotive electronic business of Motorola. These buyouts have transformed Continental from a tire manufacturer to an automotive systems supplier. In addition, these strategic acquisitions are helping it to broaden its product portfolio and global presence. The group is also expanding its presence in low cost countries including Czech Republic, Malaysia, Mexico, Philippines, Romania and Slovakia where it plans to shift its production from high-cost countries. In the hybrid market, Continental is developing products for the mild and full hybrid vehicles. In 2006, the company started the project with Daimler to develop hybrid system along with lithium-ion batteries for the planned Mercedes S 400 BlueHybrid model. Continental started series production of lithium-ion batteries in September 2008 at Nuremberg Site (Germany). It is used in the Mercedes S 400 BlueHybrid which launched in April 2009. Apart from the lithium-ion battery, the company also supplied the inverter and the DC/DC converter for the same. The powertrain division is setting new standards with the expansion of its battery portfolio to cater to market demands. Acquisitions • In June 2008, Continental acquired shares of Japanese lithium-ion specialist,

Enax. The company acquired 16% holding in Enax. The two companies intend to improve safety, service life and performance of lithium-ion batteries.



Joint-ventures • In June 2008, Continental and Enax agreed on a cooperative venture for the

development of lithium-ion cells for future hybrid and electric drives in automobiles.

• In June 2007, Continental secured a contract from GM for advance development of lithium-ion batteries for the GM Chevrolet E-Flex propulsion system which is to be used in Chevy volt concept car. The plan is to launch the car in late 2010. In the process, Continental used battery cells designed by A123 Systems. In May 2008, GM tested two competing battery packs for use in the GM Chevrolet Volt, one provided by Continental and another by LG Chem. However, in January 2009 LG Chem won the contract to supply lithium-ion batteries to GM.

Investments • In September 2008, Continental started series production of lithium-ion

batteries to be used in hybrid drive cars. The company planned to start the production from December 2007. In 2007, Continental started pre-series production of lithium-ion batteries in Berlin (Germany). The powertrain division invested over €3m (US$4.3m, 30 September, 2008) in building a manufacturing capacity at Nuremberg site (Germany). The plant can produce 15,000 units each year in a production facility covering 300m2. This capacity can be doubled at a short notice.

• In August 2007, Continental set up a research and development centre (R&D) in Yokohama (Japan) to strengthen its relations with Japanese and Korean OEMs. The centre will be the R&D hub for the company in Japan, integrating four other R&D centres at Yokohama, Chiba, Hamamatsu and Hiroshima (Japan).

Contracts • In March 2008, Continental signed a contract to supply lithium-ion batteries to

Daimler for Mercedes S 400 BlueHYBRID. Johnson Control supplied battery cells to Continental to supply lithium-ion batteries to Daimler. In September 2008, the company developed the first production ready lithium-ion battery for hybrid vehicle. Mercedes Benz planned to launch S 400BlueHybrid in the early 2009. In sync with the plan, Mercedes introduced S 400BlueHybrid, the world’s first lithium-ion battery car in April 2009.

New Product Developments In 2008, R&D expenses climbed by 79.5% to €1.49bn (US$2.11bn) compared with €834.8m (US$1.23bn) in 2007. The expenses accounted for 6.2% of sales compared with previous year’s 5%. This was mainly due to changes in the scope of consolidation after the acquisition of Siemens VDO and the automotive electronics business of Motorola. In Powertrain division R&D expenses increased by 189.9% to €420.1m (US$592.2m) compared with €144.9m (US$213.4m) in 2007. The expenses accounted for 10.4% of the divisions sales compared to previous year’s 12.3%. Financial Overview Continental AG has reported growth in net sales for fiscal year ended 31 December 2008. The company registered a growth of 45.8% in net sales from €16.6bbn (US$24.4bn) in 2007. Net sales were reported at €24.3bn (US$34.2bn) which was largely aided by the acquisition of Siemens VDO. Continental’s adjusted EBIT (before amortisation and depreciation of acquired assets) was €1.83bn (US$2.57bn), a decrease of €296m (US$417.2m, 31 December 2008) from last year. The company reported net loss of €1.07bn (US$1.52bn) in 2008. Segment wise, Continental’s Automotive Group witnessed extremely adverse market conditions and restructuring initiatives. Net sales of the Group were recorded at €14.9bn (US$21bn) while adjusted EBIT was €908.9m (US$1,281.3m). Sales in the Powertrain division increased by 243.2% to €4bn (US$ 5.6bn) from €1.1bn (US$ 1.6bn) in 2007. The increase resulted from the acquisition of Siemens VDO. In the first quarter of 2009, Continental predicts large deviations, particularly in the first half, with the comparative figures in 2008. The company also assumes that significant restructuring measures will be carried out in 2009. In spite of the difficult market conditions, Continental expects to generate free cash flow and reduce its debts in 2009.

Year Net Sales (€bn)

EBIT (€bn)

Net Income (€m)

R&D Expenditure

(€m)

No. of Employees

2008 24.3 (0.29) (1,077) 1,498.2 139,155- 2007 16.6 1.67 1,049.9 834.8 151,654 2006 14.8 1.60 1,004.6 677 85,225



2005 13.8 1.51 952.2 589 79,849 2004 12.5 1.16 716.2 524 80,586

Year Net Sales

(US$bn) EBIT

(US$bn) Net Income

(US$m) R&D

Expenditure (US$m)

No. of Employees

2008 34.2 (0.40) (1,518.29) 2,112.07 139,155- 2007 24.45 2.46 1,546.35 1,229.54 151,654 2006 19.66 2.11 1,326.34 893.82 85,225 2005 16.39 1.79 1,127.83 697.64 79,849 2004 17.05 1.58 977.18 714.95 80,586

Outlook Continental's take over of Siemens VDO has positioned it among the leading automotive suppliers. The acquisition has not only increased its global presence and product offerings but also strengthened its technological capability. Continental foresees high growth potential in the emerging market especially in BRIC countries (Brazil, Russia, India and China) mainly driven by volume. However, developed automotive markets in Europe and North America will continue to be strategically important due to high margins. Continental has emerged as one of Europe’s best fuel efficient product suppliers due to a strong position in fuel injection and hybrid technologies. In the future, stricter emission norms and rising oil prices require new approaches to drive systems with minimal environmental and climatic impact. This will increase the demand for fuel-efficient and hybrid vehicles. Simultaneously, the interest in hybrid drives is growing not just in North America and Asia but in Europe as well, which will offer huge opportunities for Continental’s Powertrain division, which sees hybrid and electric drives as the proper route for those vehicles which are economical yet dynamic.



EEStor Ultracapacitors

Address 715 Discovery Boulevard Cedar Park TX 78613-2287 US Tel: +1-512-259-7601 Internet: http://www.eestor.us/ Senior Officers Richard Weir, CEO & President Carl Nelson, Co-Founder Tom Weir, Vice-President & General Manager Products Ultracapacitors Plants US

Employees

28c

EEstor manufactures energy storage devices for hybrid electric vehicles and electric vehicles. EEStor was established in 2001 and is based at Cedar Park, Texas (US). The company has developed an ultracapacitor, which they have termed as Electrical Energy Storage Unit (EESU), for electric vehicle, hybrid electric vehicles, backup power and utility storage for renewable power sources. EEStor has maintained a low profile and kept its technology under wraps for quite a long while. However, in December 2008, the company secured a US patent for its battery. EEStor’s ultracapacitor is based on modified barium titanate ceramic powder which could power a car for 400km. The unit can be charged in few minutes and weighs less than 10% of current lead-acid batteries for the same cost. Joint-venture In August 2004, EEStor and Zenn had a technology agreement, which gave Zenn exclusive rights to use its technology in small and mid-size cars. EEStor’s first production line will be used to supply Zenn. Currently, the target market for the car is set to be Europe. Zenn and Kleiner Perkins invested in EEStor for the research and development of the company’s product. Zenn purchased 3.8% of EEStor after planning to invest US$2.5m, out of which US$1.3m was already paid in the ultracapcitor company in April 2007. Further details of balanced investment money have not yet been disclosed. Kleiner Perkins invested a reported US$3m in EEstor in July 2005. Financial Overview EEStor is a privately held company and hence the financials of the company are not disclosed. Outlook EEStor’s mysterious ultracapacitor has created ripples in the market and considered to be a breakthrough. Overall, the veil would be off when the company’s ultracapcitors are launched with Zenn’s small electric vehicle – City Zenn by the end of 2009.



Electrovaya Battery solutions

Address Electrovaya Inc. 2645 Royal Windsor Drive Mississauga, Ontario Canada L5J 1K9 Tel: 905-855-4610 Fax: 905-822-7953 Internet: http://www.electrovaya.com/ Senior Officers Sankar Das Gupta, Chairman & Chief Executive Officer Paul L. Hart, Chief Financial Officer Products Lithium-ion battery Plants US Sales US$2.54m (Year to 30.09.08) Employees 175 (2008)

Electrovaya manufactures and markets portable power technology products using its SuperPolymer® technology. The company offers power systems for a variety of applications, including plug-in hybrid electric vehicle, back-up power and mobile energy storage, aerospace and other low pressure applications underwater. In 2008, the company generated 49.1% of the consolidated sales from the US, followed by 20.3% from Canada, 19.9% from Norway and the remaining 10.7% from other regions. The company serves numerous OEMs, including Changan Automobile, Phoenix Motorcars and Tata Motors. Recent Developments Corporate strategy Over the years, Electrovaya has been forming joint-ventures with OEMs and other battery suppliers to boost the development of environment-friendly electric vehicles. In 2008, the company signed agreements with Chana International and Shandong Shifeng Group to supply its proprietary batteries for zero-emission electric vehicles in China; with Tata Motors and Miljobil for the electric battery production in Norway. The company collaborated with Visionary Vehicles in January 2008 to produce batteries for Visionary Vehicles’s plug-in hybrid vehicles. In addition, Electrovaya joined a cooperative R&D consortium in 2005 to develop a prototype plug-in hybrid electric vehicle. Joint-venture • In November 2008, Electrovaya signed three memorandums of understanding

(MOU's) in Beijing (China) in the areas of electric cars, trucks and manufacturing equipment. The first agreement was with Chana International Corp. for zero-emission electric vehicles. The second was with GuangZhou Lange Electric Equipment Co. Ltd. for battery equipment. The third agreement was signed with Shandong Shifeng Group Co. Ltd. for zero-emission electric vehicles for the North American and global specialty truck market.

• In October 2008, Electrovaya partnered with Tata Motors and Miljo Grenland/Innovasjon to manufacture batteries and electric cars in Norway, from early 2009, using Electrovaya's proprietary and Lithium-ion SuperPolymer battery technology. Tata Motors' UK subsidiary, Tata Motors European Technical Centre plc, holds 50.3% stake in Miljo. As its technology partner, Electrovaya receives equity in Miljo, a technology licence fee and a royalty based on the value of its proprietary Lithium-ion SuperPolymer batteries used in the electric cars. Further, Miljo will also produce electric vehicles based on Tata Motors' products. The first such vehicle will be the Indica EV, which is scheduled for launch in Europe during 2009.

• In May 2008, Electrovaya signed an agreement for a battery pack design and production program with Phoenix Motorcars. The project included certain upfront engineering design services and hardware production.

• In January 2008, Electrovaya formed a 50:50 joint-venture (JV) with New York-based Visionary Vehicles (VV) to produce batteries for VV's full line of plug-in hybrid vehicles (PHEVs). It was also announced that the JV will provide a significant amount of its proceeds to research and development (R&D). As part of the licensing agreement signed, Electrovaya receives royalties and license fees and also got an option to participate in VV's share structure. The MOU also provided VV with an option to purchase a small portion of Electrovaya's outstanding shares.

• In October 2007, Electrovaya entered into a non-binding MOU with Electrotherm India Ltd. to establish a Lithium SuperPolymer battery plant in India, with a capacity of up to ten megawatt hours per month. The JV was established to produce battery packs for electric two-wheelers, three-wheelers



and four-wheelers produced in India. Electrovaya also got the exclusive right to export batteries from this plant to overseas customers.

• In April 2007, Electrovaya entered into an agreement with Miljobil Innovasjon AS for a licence of Electrovaya's technology related to battery chemistry and the manufacture of battery modules. The license includes a mix of license fee, equity and royalties.

• In September 2005, Electrovaya joined a cooperative R&D initiative, the Advanced Hybrid Vehicle Development Consortium, to develop a prototype plug-in hybrid electric vehicle. The consortium is led by Raser Technologies.

Contracts • In December 2007, Electrovaya received a purchase order for its Lithium-ion

SuperPolymer integrated battery system from Raser Technologies for use in a plug-in hybrid demonstrator vehicle.

• In October 2007, Electrovaya won a purchase order for five battery packs for Zero Emission Vehicles (ZEVs) from Miljobil Grenland AS.

• In January 2007, Electrovaya received a US$100,000 contract from the New York State Energy Research and Development Authority (NYSERDA) to develop and demonstrate a plug-in hybrid concept using the Ford Escape Hybrid vehicle. Electrovaya supplied its MN-Series Lithium-ion SuperPolymer battery.

New Product Developments In 2008, Electrovaya’s R&D expenditure increased 89.5% to US$3.9m from US$2.06m. • In January 2008, Electrovaya launched the Maya-300, a zero-emission, low-

speed electric vehicle. It has an extended range of up to 120 miles on a single charge. It is powered by Electrovaya's Lithium-ion SuperPolymer battery technology with integrated iBMS (intelligent battery management system). In January 2007, Electrovaya launched its MN-Series Lithium-ion SuperPolymer® battery technology. The new product has up to 50% higher energy density. It is well suited for large-format battery system demands with its high energy density, power and safety characteristics.

Financial Overview For the financial year ended 30 September 2008, Electrovaya sales were US$2.54m compared with US$2.34m in the same period in 2007. Loss before interest, taxes, foreign exchange, amortisation, capital assets write-down widened to US$4.5m from US$4.2m. Net loss was US$4.05m over US$4.64m in the previous year. Gain on sale of investments increased 10.1% to US$3.9m compared with US$3.6m in the prior year. For the three months ended 31 December 2008, Electrovaya sales increased 60% to US$792,000 from US$495,000 for the quarter ended 31 December 2007. The sales growth was due to an increase in sales from large format batteries and higher income from the Other business segment. Net income totalled US$26,000 compared with a net loss of US$1.4m. Net income reflected a decrease in general & administration expenses, lower amortisation expenses and the presence of gain from foreign exchange. Loss from operations, before interest, taxes, foreign exchange, amortisation, capital assets write-down and the gain on sale of investments decreased 58.1% to US$515,000 compared with US$1.23m in the same quarter of the prior year. During the quarter, nearly 87.6% of the consolidated sales were from the US, followed by 9.8% from Canada and the remaining 2.6% from other regions.

Year Sales (US$m)

Loss before interest, taxes, foreign exchange,

amortisation, capital assets write-down

(US$m)

Net Profit/ (Loss)

(US$m)

R&D Expenditure

(US$m)

2008 2.5 (4.5) (4.1) 3.9 2007 2.3 (4.2) (4.6) 2.1 2006 3.4 (8.9) (7.9) 2.7 2005 6.5 (6.2) (6.3) 2.6 2004 6.4 (8.5) (8.5) 2.8

Outlook Over the past several years, Electrovaya has been strengthening its position in the area of battery production for electric and hybrid vehicles. With fuel prices rising and government introducing strict environment-friendly norms, these types of vehicles are likely to become the future of the automotive industry. The expected hybrid vehicles’ growth is likely to provide significant opportunities to the



company, especially in light of increasing number of automakers around the world planning to use lithium-ion batteries in future hybrids and all-electric vehicles. Further, the JVs formed in the emerging markets such as China will provide cost advantage to the company in the long term.



Enax

Lithium-ion Batteries

Address Enax Inc. Otowa 2-11-19 Bunkyo-ku Tokyo Japan 112-0013 Tel: +81-3-3944-0039 Fax: +81-3-3944-2254 Internet: http://www.enax.jp Senior Officers Kazunori Ozawa, President & CEO Products Lithium-ion batteries Plants China, Japan Sales Group: US$10.5m (2006) Employees Group: 80 (2006)

Enax specialises in lithium-ion batteries. The company has successfully upgraded from an R&D contract company to an R&D and manufacturing company. The leading product of Enax is laminated sheet battery (LSB), primarily used in E-bikes. Business areas of Enax are as follows: • Lithium-ion Rechargeable Battery: develops, manufactures and sells these

batteries to electric car and bike manufacturers. • Maufacturing and sales of Battery Pack: procures battery cells and adds

battery control cuircuit to form a battery pack. • Manufacturing and sales of Mini Car: The company has developed a new

single seated electric car called S3. • Sales of lithium-ion rechargeable battery production line and materials: The

company provides consulting services to companies who wish to enter the rechargeable battery markets and also provide production line for the same.

• Manufacturing and sales of electrodes: has a production line in China which is the main component of rechargeable batteries. The company plans to provide these electrodes to other manufacturers.

Enax supplies production machines for lithium-ion batteries to many non-Japanese firms. Along with machines the company provides battery know-how. Enax also supplies raw materials like Al foil, NMP (solvent), Cu foil, separator, electrolyte, steel cans, Al cans, top caps, gaskets and safety vents. The company also provides consulting services to companies that plan to enter lithium-ion rechargeable battery or lithium polymer battery markets and establish facilities for the same. The company has clients from various segments of the market. Some of the main clients of the company are ITOCHU Corporation, NEC Group, National Maritime Research Institute, JGI,Inc., Nissan Motor Co., Ltd., Hino Motors Co., Ltd., Mitsui & Co., Ltd. Continental owns 16% stake in the company. Recent Developments Corporate Strategy Enax has been expanding its products and services bearing future demand in mind. The company has diversified its business areas from consultation to mass production in the field of lithium-ion battery. The company has identified potential markets in China and has thus established its manufacturing units there. Joint-Ventures • In June 2005, Enax and Degussa AG formed a JV called Degussa Enax

(Anqiu) Power Lion Technologies Co. Ltd., in Shandong, China to produce lithium-ion battery electrodes. Both the companies hold 50% stake respectively. The electrodes will be used at Enax’s Tianjing and Yonezawa plants in China and Japan repectively.

Investments • In August 2004, Enax expanded production lines of electrodes at Yonezawa

plant, (Japan). Divestments • In June 2008, Continental bought 16% stake of Enax. Both companies jointly

develop lithium-ion batteries for hybrid and electric vehicles. New Product Developments Enax has started manufacturing the Mini car called S3 with the help of the company’s expertise in lithium-ion batteries . Expansion of Yonezawa Laboratory enhanced R&D activities and the laboratory now also helps in the mass production of electrodes



With greater emphasis on R&D the company has published 15 patents for lithium-ion rechargeable batteries. Outlook Enax has identified the potential markets of the future and is already peparing itself for the upcoming demand for lithium-ion battery for the hybrid and plug-in hybrid vehicle market. The company has already established facilities for mass production of raw material as well as battery packs which ensures that they gain access in almost all the areas of manufacturing. The synergy between Enax and Continental will be beneficial to the company, as it would give it access to the OEM markets in Europe.



Ener1 Batteries

Address 1540 Broadway, Suite 25C New York NY 10036 Tel: 01-212-920-3500 Fax: 01-212-920-3510 Internet: http://www.ener1.com/ Senior Officers Charles Gassenheimer, Chairman & CEO Ulrik Grape, Executive Vice-President Naoki Ota, COO Peter Novak, President & CTO Gerard Herlihy, CFO Cyrus Ashtiani, CTO, EnerDel Hiroyuki Yumoto, Director, Cell Development Derrick Buck, Director, Battery Systems Integration Products Lithium-ion batteries Plants Korea, US Sales Group: US$6.8m (Year to 31.12.2008) Employees Group: 486 (March 2009)

Ener1, Inc. is an energy storage solutions company that develops high-performance safe lithium-ion (Li-ion) batteries for hybrid electric vehicles (HEV’s), Plug-in Hev’s (PHEVs) and Electric Vehicles (EVs). Ener1 manufactures high-performance rechargeable lithium-ion batteries and battery systems for energy storage. The company caters to transportation, stationary power, military applications and small cell markets. In the transportation markets, the company is developing systems to power the next generation of hybrid vehicles, buses, trucks and alternative transportation vehicles. Geographically, sales in the US were US$4.8m, while South Korea contributed US$5.5m to sales in 2008. The battery segment generated 98.3% sales. Fuel cell attributed 0.5% and Corporate 1.2% sales. The company’s prospective and current customers include OEM automotive manufacturers (light and heavy duty) and tier one suppliers to automotive, truck and bus OEMs. Recent Developments Corporate Strategy Ener1 is aiming to become the leading US based developer and manufacturer of lithium-ion batteries for electric vehicles. The company is focusing more on increasing strategic alliances. Recently, in February 2009, Ener1 signed a Memorandum of Understanding (MOU) with Itochu Corporation. The purpose was to introduce Ener1’s products into Japanese marketplace. Consequently, Itochu will serve as an Ener1’s Japanese sales, marketing and development partner for both the Japanese OEMs as well as the tier one suppliers. Another contract was secured in September 2008 with US Department of Energy (DOE) to develop high energy batteries for hybrid buses. In October 2007, the company managed to win a contract from Th!nk Global which helped increase its revenue by more than tenfold for fiscal 2008. . This mirrors the company’s efforts to increase their customers and market for their batteries. Ener1 anticipated the demand for electric and plug-in hybrids cars to quintuple by 2010. In order to meet the demand the company is expanding their manufacturing capabilities through acquisitions and the grants received from the government. In February 2009, the US government approved a stimulus plan of US$2bn for the development of the advanced battery manufacturing capability. In December 2008, the company applied for US$480m loan under the Advanced Technology Vehicle Manufacturing Incentive Program (ATVM) to increase battery manufacturing capacity in Indiana. In October 2008, Ener1 acquired 83% stake in Enertech International, which will assist the company to expand its production capabilities. In August 2008, Ener1 acquired EnerDel as a wholly owned subsidiary. Currently, EnerDel is undergoing a major expansion at its two Indiana facilities. The company believes full scale production will halve current prices. Simultaneously, in December 2008, Ener 1 secured a commitment of US$30m credit from its principal investor, Ener1 Group. This aims to fully fund the business plan throughout 2009. In turn, it will help the company to focus solely on the business side operations. Acquisitions • In October 2008, Ener1 acquired 83% stake in Enertech International. Ener1

purchased the equity stake in Enertech International for five million shares of Ener1 Inc. common stock, US$2.56m warrants and US$600,000 in cash from TVG Capital Partners. The acquisition is intended to cater to the rapidly growing demand of hybrid and electric vehicles. The acquisition follows the company's plans to expand the manufacturing capacity at its Indiana (US)-based lithium-ion automotive battery subsidiary, EnerDel.



• In August 2008, Ener1 acquired 100% ownership in EnerDel. It includes manufacturing and intellectual property assets from former joint-venture partner Delphi Automotive Systems LLC. Delphi transferred to Ener1 the 19.5% equity interest in EnerDel. In turn, Ener1 transferred 2.8 million shares and US$8m in cash to Delphi.

Joint-venture • In February 2009, Ener1 signed a Memorandum of Understanding (MOU)

with Itochu Corporation. The purpose is to introduce Ener1’s products into Japanese marketplace. Consequently, Itochu will serve as an Ener1’s Japanese sales, marketing and development partner for both the Japanese OEM’s as well as the tier one suppliers.

• In December 2008, EnerDel, Ener1’s lithium-ion battery subsidiary and the Department of Energy formed a partnership to develop high-energy batteries for hybrid bus and heavy duty vehicle markets. The total budget for this program comes up to US$1.25m.

• In November 2008, Ener1 signed an MoU with Kyushu Electric Power to jointly manufacture rapid recharging systems for electric vehicles

Contracts • In September 2008, Ener1 was awarded US$984,000 in research and

development contracts with the DOE to develop high energy batteries for hybrid buses.

• In June 2008, Ener1’s subsidiary EnerDel successfully demonstrated a fully functional lithium-ion battery pack in a Th!nk City electric vehicle. In October 2007, EnerDel entered into a supply agreement with Th!nk Global to supply lithium-ion batteries to power its Th!nk city vehicle. The contract incorporated EnerDel to deliver production prototypes by March 2008 and pre production parts by July 2008, which they have met successfully. Once the prerequisite is met, the electric vehicle will incorporate the EnerDel battery over the two-year period until 2010.

• In September 2007, Ener1 was awarded a US$2.5m contract from DOE for PHEV battery research. The contract will expire in September 2009.

• In September 2007, Ener1 secured a Phase II lithium-ion battery development contract from the USABC to develop further lithium-ion battery technology for hybrid electric vehicles. The contract will expire in first quarter 2010.

New Product Development Ener1 spent US$22.9m for R&D in 2008, an increase of 91.6% compared with the previous year’s R&D expenditure of US$11.9m. Financial Overview For the financial year ended 31 December 2008, Ener1 sales were US$6.8m compared with US$280,000 in 2007. The remarkable increase in sales is due to Th!nk supply agreement which attributed US$941,000 alone towards sales. However, the increase has been partially offset by the decrease in engineering services of US$153,000 owing to the completion of the contract at the end of 2007. The sales from the battery segment boosted the overall revenue of the company. Operating loss widened from US$21.04m to US$33.9m. Net loss decreased from US$51.7m to US$42.95m. During 2008, the company witnessed strong customer demand for lithium-ion batteries from all the segments. The company segmented its focus on ten high-priority customers and believes 50% of those customers would make significant contributions to sales in 2009.

Year Sales (US$m)


Net Income (US$m)

2008 6.8 (33.9) (42.95) 2007 0.28 (21.04) (51.7) 2006 0.10 (26.41) (41.3)

Outlook Ener1 has managed to secure grants which are beneficial for the company under the current economic circumstances. However, the company has a history of operating losses since 1997. The company expects to incur negative cash flows and may require additional cash to fund its operations and implement its business plan. The company is investing a lot in expanding its production capabilities, which, in the long term, under full scale production, will give it a competitive edge on pricing, since full scale production will halve prices. Ener1, the first automotive lithium-ion battery company to have its primary



manufacturing facility in the US also places it ahead of its competitors. Overall, the company is in a growth phase, with ample opportunities to expand and secure a strong position in the market.



Energy Conversion

Devices Battery solutions

Address Energy Conversion Devices, Inc. 2956 Waterview Drive Rochester Hills Michigan 48309 US Tel: 248-293-0440 Fax: 248-844-1214 Internet: http://www.ovonic.com/ Senior Officers Mark Morelli, President & Chief Executive Officer Sanjeev Kumar, Chief Financial Officer Ken Fox, Chief Marketing Officer Products Nickel-metal hydride batteries Plants US Sales US$255.9m (Year to 30.06.08) Employees 1,768 (August 2008)

Energy Conversion Devices (ECD Ovonics) is a technology and product development company. It is engaged in the invention, engineering, development and commercialisation of new materials, products and production technology in the fields of alternative energy technology and information technology. The company operates its business through two segments: • United Solar Ovonic (accounted for 93.5% of the consolidated sales in 2008):

It manufactures solar modules based on its proprietary thin-film triple junction amorphous silicon technology.

• Ovonic Materials (6.2%): includes the royalty-bearing consumer battery business, manufacturing of nickel hydroxide materials used in nickel-metal hydride (NiMH) batteries and R&D programs.

The remaining 0.3% came from the corporate activities. In addition to the two segments, the company has two joint-ventures (JVs), Ovonyx and Cobasys. Cobasys is a 50%-owned JV formed to commercialise its proprietary NiMH technology to provide advanced energy storage systems and solutions for transportation and stationary markets. The company owns a 91.4% equity interest in Ovonic Battery Company and the balance is held by Honda Motor Company (3.2%), Sanoh Industrial Co (3.2%) and Sanyo (2.2%). Ovonic Battery Company conducts ECD battery Ovonics’ battery business. In fiscal 2008, the company generated 46.7% of the consolidated sales from the US, followed by 15.2% from Germany, 12.8% from France, 10.1% from Italy, 6.9% from South Korea, 2.4% from Hong Kong, 2.1% from Japan and 0.7% from China. Nearly 3.2% came from rest of the world. Recent Developments Corporate strategy The automotive operations of ECD Ovonics are confined to the Ovonic Materials segment in which the company develops technologies for NiMH batteries, solid hydrogen storage, metal hydride fuel cells and biofuel reformation. The company commercialises its NiMH battery technology principally through its Cobasys JV and third-party licensing arrangements with NiMH battery manufacturers throughout the world. Cobasys is focused on manufacturing batteries for the hybrid vehicles market. In addition to this, the company sells its proprietary positive electrode nickel hydroxide materials for use in NiMH batteries. The company conducts its NiMH battery technology licensing and materials manufacturing activities through its subsidiary Ovonic Battery Company. In April 2007, ECD Ovonics implemented a restructuring plan to consolidate and realign its business activities and reduce annual costs. It was completed in the first quarter of fiscal 2008. The company strengthened its United Solar Ovonic segment by adding the photovoltaic machine-building activities, which were previously part of the company's Production Technology and Machine Building division. The company consolidated the Ovonic Battery segment with the remainder of the ECD segment (hydrogen storage, fuel cell, photonic devices and cognitive computer) and formed the Ovonic Materials business segment. Other restructuring actions include workforce reductions, facility closures and asset disposals primarily in the Ovonic Battery and ECD segments and home office functions. Joint-venture • In August 2005, Cobasys entered into an agreement with Motorola Inc. for the



development of battery control system components for hybrid electric vehicle (HEV) battery systems.

Contracts • In July 2007, Cobasys installed its NiGUARD back-up power system at US

Steel Corporation's Great Lakes Works steel manufacturing facility in River Rouge, Michigan (US). The NiGUARD battery system features Cobasys' advanced, NiMH chemistry which offers a safe, alternative to traditional backup power batteries. Terms of the sale were not disclosed.

• In January 2007, Cobasys won a contract to develop and test lithium-ion battery system technology for the GM plug-in hybrid electric vehicle (PHEV) program. Cobasys worked with its partner A123Systems to provide complete battery systems featuring A123Systems' nanophosphate technology.

• In October 2005, Ovonic Battery Company won a US$900,000 contract from Xcel Energy, for the development of its Ovonic Biofuel Reformation technology. The two-year, cost-shared technology development contract was to support Ovonic Battery's research and development of a new process for reforming renewable fuels, such as bioethanol and biomethanol, to produce hydrogen for the production of clean energy.

New Product Developments In 2008, ECD Ovonics’ expenditure on its research and development (R&D) activities was US$9.9m compared with US$19.9m in 2007. Financial Overview For the financial year ended 30 June 2008, ECD Ovonics sales were US$255.9m compared with US$113.6m for fiscal 2007, an increase of 125%. Sales at the United Solar Ovonic segment were US$239.3m while sales at the Ovonic Materials segment were US$16.1m. The remaining US$1m sales were related to corporate activities. The company reported a net income of US$3.9m compared to a net loss of US$25.2m in 2007. The Ovonic Materials segment had income from operations in 2008, primarily as a result of increased royalties (both transportation and consumer segment) and the savings from the restructuring activities, which substantially reduced its product development and research and selling, general and administrative expenses. Product sales, reflecting sales of its positive electrode nickel hydroxide materials, increased in 2008. The increased cost of product sales was a direct reflection of the higher sales volume. Royalties increased in 2008 compared with 2007, resulting from increased market for its NiMH battery technology for both consumer and transportation applications. For the six months ended 31 December 2008, ECD Ovonics sales increased 92% to US$198.9m compared with the same period in 2007. The sales growth was largely due to the higher income from product & royalties. Net income totalled US$26.9m over a net loss of US$13m. Net income also reflected an improvement in the gross profit margins, a decrease in the product development & research expense, lower preproduction costs and a fall in the restructuring charges.

Year Sales (US$m)

Income (Loss) from Operations

(US$m)

Net Profit/ (Loss)

(US$m)

R&D Expenditure

(US$m) 2008 255.9 (4.1) 3.9 9.9 2007 113.6 (42.5) (25.2) 19.7 2006 102.4 (27.2) (18.6) 19.9 2005 156.6 43.4 50.3 16.5 2004 66.3 (48.5) (51.4) 22.5

Outlook Since ECD Ovonics operates its battery manufacturing business through the Cobasys JV, its future opportunities in the battery production is largely dependent on the performance and expansion plans of Cobasys. The increasing demand for hybrid vehicles worldwide provides significant growth opportunities for the company. Additionally, the company’s restructuring measures to consolidate the entire business into two segments and make it a leaner organisation would benefit it in the long run.



Evonik

Lithium-ion batteries

Address Evonik Industries AG Rellinghauser Straße 1—11 45128 Essen Germany Tel: +49 201 177-01 Fax: +49 201 177-3475 Internet: http://corporate.evonik.com Battery Li-Tec GmbH & Co. KG On Wiesengrund 7 01917 Kamenz Germany Tel: +49 3578 3092-0 Fax: +49 3578 30922-10 Internet: http://www.li-tec.de Senior Officers Wilhelm Bonse-Geuking, Chairman Dr. Andreas Gutsch, CEO Li-Tec Batteries Products Lithium-ion batteries Plants Germany Sales Group: €15.8bn (US$24.9bn, 31 December 2008) (Year to 31.12.08) Employees Group: 40,767 (2008)

Evonik has expertise in Chemical business which contributes around 73% of the total sales. Over the years it has developed many new products with the help of its R&D expertise, of which SEPARION is an example. SEPARION is a technology used in lithium-ion batteries which makes their usage more flexible and safe in hybrid cars. Evonik and Daimler AG entered into a jont-venture in December 2008 to form Li-Tec Battery GmbH & Co KG, to to the lithium-ion battery market. Evonik holds 50.1% of shares and Daimler has 49.9%. The venture is also supported by the Federal Ministry of Research by providing €60m (US$84.5m) in next four years. The company’s business areas are divided in three main businesses, Chemical, Energy, and Real Estate. In 2008, the Chemical Business contributed 73% to total sales, Energy Business 23%, Real Estate 2% and others 2%. In 2008, Evonik had 40% of total sales from Germany, 23% from other countries in Europe, 17% from Asia, 14% from North America 4% from Latin America, and 2% from other regions. Recent Developments Corporate Strategy Evonik’s main focus remains on new product development and new technology. The company has many alliances for each of its business areas. For example, it formed an alliance with Daimler AG. Both companies have acquired a stake in Li-Tec Vermögensverwaltungs GmbH & Co. KG in Kamenz (Germany). The main focus of the alliance is to develop expertise in the lithium-ion battery technology. Looking at the hybrid vehicle demand in the future, the company has already invested in the production of lithium-ion batteries and opened a new facility at Kamenz (Germany) in April 2008. Acquisition • In December 2008, Evonik increased its stake in Li-Tec to 50.1% from 40% in

May 2008. Evonik had acquired 20% stake in October 2007 to develop lithium-ion batteries for mobile and stationary applications in Germany.

Investments • In April 2008, the company developed a new facility at Kamenz (Germany)

for production of lithium-ion batteries. The facility underwent a second expansion in June 2008. The headcount at the site increased to 100 in 2008 and is expected to increase futher as the demand increases.

Contracts • In April 2009, Evonik won a contract from Daimler to provide Li-Tec

batteries for upcoming electric Mercedes vehicles and Smart Cars in 2010. New Product Developments R&D expenditure in 2008 amounted to €311m (US$438.4m). R&D centres have around 2,300 employees in 35 locations worldwide. The product, processes and applications developed in the last five years has amounted to 20% of sales in Chemical Business. 350 new patents were added in 2008 to 20,000 chemical patents applied by the company. A recent development is a ceramic membrane SEPARION technology which makes lithium-ion batteries safer and efficient for hybrid vehicles. The company has also formed a strategic alliance with Daimler to step ahead in research of lithium-ion batteries. This alliance will result in the development of battery systems which will have Evonik’s Li-Tec battery technology and expertise of Daimler. The batteries will be used in Mercedes Benz electric vehicles.



The LIB 2015 initiative the Federal Ministry for Education and Research (BMBF), will help Evonik and Li-Tec in the development of new materials for lithium-ion batteries by providing funds of €60m (US$94m). The project is a three year initiative which covers all stages in production of lithium-ion batteries.

Financial Overview For the financial year ended 31 December 2008, Evonik’s sales increased by 10% to €15.8bn (US$22.27bn, 31 December 2008). The company recorded an operating loss of 10% to €898m (US1,265$m) in 2008 from €993m (US$1,462m, 31 December 2007) in 2007. The company recorded a net loss of 67% to €285m (US$401.7m) during the year, compared to €876m (US1,290$m) in the previous year. Sales in the Chemical business rose 9% to €11.5bn (US$16.21bn) from €10.7bn (US$15.7bn) in 2007. The Energy business sales rose 21% to €3.6bn (US$5bn) from €2.7bn (US$3.9bn) in 2007. Sales in Real Estate business declined 11% year on year to €375m (US$528.6m) from €409m (US$602.3m). Overseas sales contributed 60% to total sales. Sales in Germany increased 8% to €6.3bn (US$8.88bn) from €5.8bn (US$8.54bn) in 2007. Sales in the other European countries increased 8% to €3.7bn (US$5.21bn) from €3.4bn (US$5bn). North American sales increased 12% to €2.3bn (US$3.2bn) from €2bn (US$2.9bn) and Central and South America sales increased 20% to €589m (US$830.3m) from €490m (US$721.6m), Asia recorded an increase in sales of 13% to €2.6bn (US$3.6bn) from €2.3bn (US$3.38bn) the previous year.

Year Net Sales (€bn)

Operating Income

(€m)

Net Income

(€m)

R&D Expenditure

(€m)

No. of Employees

2008 15.87 898 285 311 40,767 2007 14.44 993 876 307 43,057 2006 14.12 662 1,046 - 46,430

Year Net Sales

(US$bn) Operating

Income (US$m)

Net Income (US$m)

R&D Expenditure

(US$m)

No. of Employees

2008 22.37 1,265 401.7 438.4 40,767 2007 21.26 1,462 1,290 452.1 43,057 2006 18.64 874 1,381 - 46,430

Outlook The company’s sales did not grow substantially in 2008, as with other business areas, and the automotive market is also negatively affected globally due to the economic crisis. The company also anticipates that the market for large-scale lithium ion batteries could reach €10bn (US$15.67bn) in the next decade, and the demand for battery materials could exceed €4bn (US$6.27bn). The strategic alliance of Daimler AG and Evonik will help it cater to the demand in the future.



Exide Technologies Lead-acid Batteries

Address Exide Technologies 13000 Deerfield Parkway Building 200 Alpharetta, GA 30004 USA Tel: (678) 566-9000 Fax: (678) 566- 9188 Internet: http://www.exide.com Senior Officers Gordon A. Ulsh, President & CEO Phillip A. Damaska, CFO & Executive Vice-President Edward J. O’Leary, Executive Vice-President, COO Bruce A. Cole, President, Transportation Americas Michael Ostermann, President, Transportation Europe Barbara A. Hatcher, Executive Vice-President, General Counsel Paul Cheeseman, Vice-President, Global Research & Engineering Douglas Gillespie, Vice-President, Global Procurement Products Lead-acid batteries Plants Group: Australia, France, Germany, India, Italy, New Zealand, Norway, Poland, Portugal, Spain, UAE, UK, US Transportation: Australia, France, India, Italy, Poland, Spain (2), US Sales Group: US$3.7bn (Year to 31.03.08) Employees Group: 13,027 ( 31.03.2008)

Exide Technologies is one of the world’s largest producers and recyclers of lead-acid batteries. It changed its name from Exide Corporation to Exide Technologies in September 2000 after the acquisition of GNB Technologies. In 2008, Exide generated 61.7% of its sales from the transport industry. Exide Technologies is a provider of stored electrical energy solutions. The company manufactures lead-acid batteries, which are used in transportation, motive power, network power and military applications. Exide categorizes its business into four main segments: Transportation Americas; Transportation Europe & Rest of World; Industrial Energy Americas and Industrial Energy Europe & Rest of World. Exide’s Transportation business has headquarters in Alpharetta, Georgia (US) and Gennevilliers (France). Transportation markets include original equipment and aftermarket automotive, heavy-duty truck, agricultural and marine applications, and new technologies for hybrid vehicles and 42-volt automotive applications. Exide’s Industrial business has headquarters in Aurora, Illionis (US) and Budingen, (Germany). Industrial markets include network power applications such as telecommunications systems, electric utilities, railroads, photovoltaic (solar-power related) and uninterruptible power supply (UPS), and motive-power applications including lift trucks, mining and other commercial vehicles. Exide has a major presence in US and Europe with operations in more than 80 countries and has 34 manufacturing plants in 11 countries. In fiscal 2008, the transportation batteries segment represented 61.7% of the company’s net sales. In the transportation segment, aftermarket and OEM sales represented approximately 67.2% and 37.8% of net sales respectively. The brands which are sold in the transportation market are: Centra, DETA, Exide, Exide NASCAR Select, Exide Select Orbital, Fulmen, Tudor and private labels. Exide’s automotive customers include BMW, Case/New Holland, Fiat, Ford, Freightliner, International Truck & Engine, John Deere, Kenworth, Mitsubishi, Navistar, the PSA Group, Renault/Nissan, RVI, Scania, Toyota, Volvo Trucks and VW/Audi. Recent Developments Corporate strategy For fiscal 2009, Exide is investing into research and development to gain efficiency in its product lines and maintain its competitiveness in the market. Simultaneously, the company is expanding its market presence by exploiting the opportunities through venturing into new markets, especially emerging markets which would be beneficial in the long term. Exide is also taking steps to curtail costs through restructuring its human resource. Exide is focusing on optimising manufacture cost structure and enhance research and development. The company is anticipating capital expenditure of approximately US$100m. Exide is investing in Global Research, Development and Engineering organisation to deliver greater collaboration among the operating divisions, greater productivity, both short term and long term. The company has established an Advanced Research and Development Organisation at Exide’s headquarters in Alpharetta, Georgia (US). Additionally, two global product development centres, one in Budingen, Germany focusing on industrial energy and the other in Alpharetta, Georgia targeting worldwide transportation. The company is expanding its global operations as part of its strategy to put its resources in emerging markets. Exide recently formed a joint-venture with Chinese battery manufacturer, Leoch Battery Corporation, to manufacture, sell and



distribute automotive battery products and related components in China. Exide is concentrating on inorganic growth by acquiring principal assets of Delta, Canada based Mountain Power Inc. The strategy is to accelerate the development of advanced lead-acid systems and other battery chemistries, including lithium-ion for applications in hybrid electric vehicles. Exide is restructuring and planning an organisational rearrangement with respect to divisional and corporate functions, and is also expected to make reductions in headcount to reduce costs. Acquisitions • In November 2008, Exide Technologies signed an agreement to acquire the

principal assets of Delta, British Columbia, Canada-based Mountain Power Inc. The Mountain Power transaction is part of the Exide Technologies strategy. The strategy is to accelerate development of advanced lead-acid systems and other battery chemistries, including lithium-ion, for applications in hybrid electric vehicles.

Joint-Venture • In December 2008, Exide technology signed a nonbinding Memorandum of

Understanding with Leoch Battery Corporation. In this joint-venture, Exide holds the majority of the equity interest. The joint-venture will manufacture automotive battery products and related components in China.

Investments • In October 2008, Exide Technologies invested in Global Research,

Development and Engineering. The process includes the formation of an Advanced Research and Development Organization and two Global Product Development Centres. The organisation will develop advanced lead-acid systems and other battery chemistries, including lithium-ion, for applications such as hybrid electric vehicles. The Global Product Development Centres will focus on global product design and materials and process development.

• In December 2007, Exide Technologies planned to enhance the production

capacity at its transportation manufacturing facility in Ahmedabad, Gujarat (India). The company invested in equipment upgrades, line expansions, infrastructure and utilities at its Tudor India Ltd. (TIL) location which increased operational capacity from 600,000 batteries to one million batteries per year. The Prestolite® brand of lead-acid batteries will be used for both automotive and inverter applications.

Divestments • In April 2006, Exide Technologies announced the closure of its Shreveport,

LA (US) lead-acid battery manufacturing facility. The facility earlier manufactured automotive batteries for several aftermarket customers including Ford Motor Company.

Contracts • In February 2009, Exide Technologies signed a supply agreement with Penske

Truck Leasing Co., L.P. The contract incorporates the supply of Exide Group 31 RoadForce AGM-200 heavy duty batteries for Penske’s new as well as existing trucks at locations throughout the US.

• In May 2008, Exide Technologies signed a contract with Pep Boys to supply Bosch branded automotive starting batteries.

• In March 2008, Exide Technologies signed a contract with Toyota Motor Engineering and Manufacturing North America. The contract is to supply lead-acid starting batteries for the next generation of Toyota Corolla and Matrix passenger vehicles.

• In March 2007, Exide Technologies signed a supply agreement with Toyota Motor Engineering & Manufacturing North America. The contract is to supply lead acid starting batteries for the next generation Toyota Tundra Trucks.

• In April 2006, Exide Technologies signed a contract with Ford Motor Company. The contract is for the Tennessee facility of Exide Technologies to produce original equipment batteries for a number of different passenger



vehicles. New Product Developments • In April 2007, Exide Technologies launched RoadForce® AGM-200 lead acid

battery from its Transportation Division. It provides advanced starting power for high energy requirements in vehicles including heavy duty trucks and buses.

• In May 2006, Exide Technologies launched two new automotive battery brands in the United States. Designed for the automotive aftermarket, the Exide Marathon® and NASCAR® Extreme™ batteries offer power and durability.

Financial Overview Exide Technologies reported higher sales and earnings in the financial year ended 31 March 2008. Sales increased 25.8% to US$3.70bn compared with US$2.94bn in the previous fiscal. Higher sales were primarily due to increased prices of products and favorable foreign currency translation. Excluding the impact of favorable foreign exchange, net sales increased 18%. The company recorded higher sales in all four operating divisions – Transportation Americas, Transportation Europe & Rest of the World (ROW), Industrial Energy America and Industrial Energy Europe & ROW. In the transportation business, sales increased in the Americas by 21.1% to US$1.13bn and in Europe & ROW by 38.9% to US$1.16bn. The company reported net income of US$32.1m, compared to the previous year’s net loss of US$105.8m. Earnings before interest and tax (EBIT) for 2008 are US$128.5m compared with an EBIT loss of US$10.1m in fiscal 2007.

Year Sales (US$bn) EBIT (US$m) Net Income (US$m) 2008 3.7 128.5 32.1 2007 2.93 (10.1) (105.8) 2006 2.82 - (172.7)

Outlook For fiscal 2009, Exide Technologies is facing losses despite gaining new contracts. The company has been hit by adverse foreign currency exchange rates, price reductions due to notably lower average lead prices and overall decrease in unit volumes. Overall, new products and strengthening strategic relationships will help the future growth of the company. Transportation segment also experienced lower unit volumes in the current fiscal year quarter, primarily driven by lower OE production, and weaker aftermarket sales as customers slowed inventory builds. The company’s focus towards liquidity and cash flow through working capital reduction plans, the sales of non-strategic assets and business and closely managing capital expenditure would help it cut costs in the long run.



Fiamm Starter batteries

Address Fiamm Spa Viale Europa 63 36075 Montecchio Maggiore (VI) Italy Tel: +39 0444 709311 Fax: +39 0444 699237 Internet: http://www.fiamm.com Senior Officers Giuseppe Zanetti, Chairman Steffano Dolcetta, CEO Products Starter batteries Plants China, Czech Republic, India, Italy (3), US (2) Sales Group: US$424.85m (31.12.2007) (Year to 31.12.2007) Employees Group: 3,600 (March 2008)

Fiamm is an Italian industrial group engaged in energy, security and communication area of business. Fiamm S.p.a, headquartered in Italy manufactures automotive components such as starter batteries, acoustic warning devices, horns, antenna systems and standby batteries. Additionally, the company engages in the research and development of technological solutions for energy storage in the automotive field. Fiamm provides starter batteries for motor vehicles and trucks. The company’s major market for starter batteries is OEMs and aftermarket, including retailers, large organised distributors, spare parts dealers and installers. The company has strategic relationships with car manufacturers like GM to whom it supplies around nine million pieces a year and Ford North America. The company faced acquisition negotiations from VB Autobatterie, Johnson Control’s subsidiary. In 2007, the EU Commission approved of Fiamm’s automotive battery business takeover by VB Autobatterie subject to the fulfilment of certain conditions, which were duly met. Recent Developments Corporate Strategy In order to be on track with current market trends and specifications of the car manufacturers the company is investing in R&D to invent new technological solutions for energy storage in the automotive field. The company is expanding its market horizons especially in the European countries where it markets the “FIAMM” brand in conjunction with other strong brands. Overall, Fiamm is striving to become a crucial supplier to the major European car manufacturers and its key customers. Joint-ventures Fiamm has a technical collaboration with NK Minda group. Minda group manufactures valve related lead acid batteries (VRLAs) and technical assistance is provided by Fiamm. Financial Overview The company reported net sales of US$424.8m for the financial year ended 31 December, 2007. This year Fiamm witnessed a growth in net sales of 32% compared with the previous year’s net sales which were US$321.71m. Fiamm’s operating loss increased by 19.8% to US$11.87m compared with last year’s operating loss of US$9.9m.



GS Yuasa Batteries

Address GS Yuasa Corporation Nishinosho Kisshoin Minami-ku Kyoto 601-8520 Japan Tel: +81 75 312 1211 Fax: +81 75 253 3801 Internet: http://www.gs-yuasa.com Senior Officers Kan Akiyama, Chairman, Director Makoto Yoda, President, Director Masaaki Nakamura, Senior Managing Director Hideyuki Maeno, Managing Director Katsuyuki Ono, President Lithium Energy Japan Masahiko Oshitani, President & CEO Blue Energy Co., Ltd. Products Lead-acid batteries, alkaline batteries, lithium-ion batteries, nickel metal hydride batteries. Plants Australia, China, Japan (3), ,UK, USA, Sales Group: ¥312.01bn (US$3.14bn, Year to 31 March 2008) Automotive Batteries: ¥78.74bn (US$793.8m, Year to 31 March 2008) Employees Group: 12,467 (March 2008)

Established as a holding company in April 2004, Japan based GS Yuasa Corporation is one of the leading suppliers of batteries in the world. The company also manufactures power supply systems and lighting equipment and also caters to the requirements of non-automotive sectors. The company’s operations are broadly classified into four key divisions: Battery and power supplies: deals in lead-acid batteries, alkaline batteries, lithium-ion batteries and nickel metal hydride batteries. In financial year 2008, the division accounted for 88.8% of total sales. Lighting: deals in lighting for facilities and ultraviolet systems. The division accounted for 5.6% of total sales. Other: made up for the remaining 5.6% of the sales. The company has entered into the electric vehicle (EV) market through two significant joint-ventures (JV) with Honda and Mitsubishi – Lithium Energy Japan, a JV with Mitsubishi to develop, manufacture and sell Lithium-ion batteries, and Blue Energy Co. Ltd., with Honda Motors to develop, manufacture and sell high-performance lithium-ion batteries. In 2008, GS Yuasa’s sales in Japan amounted to 62.6% of the consolidated net sales. Asia contributed 19.1%, Europe and America contributed 13% and others 5.3%. Recent Developments Corporate strategy In April 2006 GS Yuasa introduced a new mid-term management plan. The three-year plan set a sales target of ¥340bn by March 2009, the final year of the plan. The company is also working to achieve an operating margin of 3.8%, with an operating income of ¥13bn by that time. These were revised by the company in 2008 taking into consideration the increasing manufacturing costs and increased raw materials costs. GS Yuasa will continue to increase its activities in the Asian market, especially in China, for global supply. Over the past few years, the company has been aggressively shifting its production base to Asia, to lower costs and to have its domestic plants concentrate on higher value-added storage products, such as automotive batteries with a double lid structure. The company formed a joint-venture (JV) partnership in 2005 with Tata AutoComp System (TACO), India based Tata Group’s company, to manufacture and sell automotive lead acid batteries. This joint-venture is strategically significant, as it not only enables the company to have presence in the Indian automotive industry, but also helps it gain business from Tata Motors, another company of Tata Group and one of the major OEMs in India. The company is diversifying its business in the EV market. Lithium Energy Japan formed in 2007 and Blue Energy Co. Ltd. formed in 2009 is a step forward by the company in the emerging market of lithium-ion batteries and also a strategy to achieve its mid-term management plan. The main aim of these companies is to apply their strengths in vertical value chains, covering natural resources, materials, development, manufacturing, sales, and identification of new applications.

Joint-ventures • In March 2009, GS Yuasa Corporation and Honda Motor Co. signed a JV

agreement and formed Blue Energy Co. Ltd. on 1st April 2009. The basic agreement was signed in December 2008. The JV will produce, sell and conduct R&D for high-performance lithium-ion batteries for hybrid vehicles. GS Yuasa has 51% ownership and 49% is owned by Honda. The company is headquartered in Minami-ku, Kyoto (Japan). The groundbreaking ceremony for the factory took place on 21 April 2009 at the premises of GS Yuasa’s property in Fukuchiyama, Koyoto (Japan). Production will start in second half of 2010 with an investment of ¥25bn.



• In December 2007, GS Yuasa Corporation with Mitsubishi Corporation and Mitsubishi Motors formed a JV called Lithium Energy Japan. The collaboration started in May 2007. The JV was formed to manufacture large capacity and high performance lithium-ion batteries. The company is headquartered at Minami-ku, Koyoto (Japan). GS Yuasa owns 51%, Mitsubishi Corporation owns 34% and Mitsubishi Motors owns 15% share in the company.

• In February 2006, GS Yuasa International Ltd (GYIN) and Tata AutoComp Systems Limited (TACO) entered into a 50:50 joint-venture to form Tata AutoComp GY Batteries Pvt. Ltd. The joint-venture manufactures batteries for OEMs and the retail market in India, and has its manufacturing facility near Pune (India).

Investments • In April 2009, Lithium Energy Japan announced plans to invest ¥3bn

(US$31.14m) to double the capacity of the plant, as Mitsubishi Motors has decided to increase its production of i-MiEV to 20,000 units. To fulfill the demand, the company will manufacture 5,000 units by second half of 2010.

• In August 2008, Lithium Energy Japan acquired a plant site and building on lease in Kusatsu City, Shiga Prefecture (Japan) for its first mass production of lithium-ion batteries for EVs. Beginning 2009, the plant will have a capacity to manufacture 200,000 LEV50 cells. This capacity is enough to power 2000 i-MiEVs (Mitsubishi Innovative Electric Vehicle) manufactured by Mitsubishi Motors Corporation.

• In April 2007 it was announced that Tata AutoComp GY Batteries Pvt Ltd, a joint-venture between Tata AutoComp Systems (TACO) of India and Japanese automotive battery manufacturers – GS Yuasa International – will invest INR1.60bn (€29.16m) over the next year to expand its manufacturing capacity.

Contracts • In August 2008, GS Yuasa and Mitsubishi Motors formed a JV which resulted

in a contract to supply lithium-ion batteries to Mitsubishi Motors for its electric vehicle called i-MiEV. The vehicle is expected to enter the market in 2010.

New Product Developments GS Yuasa spent ¥4.76bn (US$47.9m) on research and development in financial year 2008 compared with ¥4.53bn (US$38.4m) in 2007. There has been an increase in the R&D expenses as the company has entered the lithium-ion batteries market to cater to the EV industry. The JV between Honda Motors and GS Yuasa will be manufacturing lithium-ion batteries on EH6 technology for EVs. Financial Overview, In the financial year ended 31 March 2008, GS Yuasa Group reported an increase of 19.7% in its net consolidated sales to ¥312.01bn (US$3.14bn, 31 March 2008) as compared to ¥260.73bn (US$2.21bn, 31 March 2007) in the previous financial year. The company’s operating income increased 82.4% to ¥12.38bn (US$124.8m), compared with ¥6.78bn (US$57.5m) in the previous financial year. This was mainly due to the revised selling prices corresponding to increase in lead prices and reduction in personnel costs. Net profit decreased 35.3% to ¥2671m (US$26.92m) from ¥4131m (US$35.03m) in 2007. The Automotive batteries segment reported an increase in net sales of 11.78% to ¥78.74bn (US$793.8m) in the financial year ended 31 March 2008 compared with ¥70.44bn (US$597.4) for the year ended 31 March 2007. Operating loss decreased 99.1% to ¥25m (US$0.25m) in 2008 from ¥2.9bn (US$24.6m) in 2007. Industrial Batteries & Power Supplies reported an increase of 8.16% to ¥65.55bn (US$660.8m) in 2008 compared with ¥60.60bn (US$513.9m) in 2007. Operating income increased 11.9% to ¥8.70bn (US$87.7m) in 2008 from ¥7.77bn (US$65.9m) in 2007. Sales in Japan increased 9% to ¥195.27bn (US$1.96bn) in 2008 compared with ¥179.09bn (US$1.51bn) in 2007. Sales from Asia increased 47.67% to ¥59.65bn (US$601.3m) in 2008 compared with ¥40.39bn (US$342.5m) in the previous year. Europe and American sales increased 45.5% to ¥40.49bn (US$408.2m) for the year ended March 2008 compared with ¥27.82bn (US$235.95m) for the year ended March 2007. Others recorded an increase of 23.5% to ¥16.58bn (US$167.1m) in 2008 compared with ¥13.42bn (US$113.8m) in 2007.



Year Net Sales

( ¥bn) Operating

Income (¥bn)

Net Income

(¥m)

R&D Expenditure

(¥bn)

No. of Employees

2008 312.01 12.38 2671 4.76 12,467 2007 260.73 6.78 4131 4.53 12,037 2006 243.42 5.65 598 4.35 11,710 2005 239.69 1.19 (14,732) 5.00 12,437

Year Net

Sales (US$bn

)


Net Income, (US$m)

R&D Expenditure

(US$m)

No. of Employees

2008 3.14 124.8 26.92 47.99 12,467 2007 2.21 57.5 35.03 38.42 12,037 2006 2.07 48.06 5.08 37 11,710 2005 2.22 11.07 (137.01) 46.5 12,437

Outlook The company is working towards its three year mid-term management plan and successfully achieved first year targets in 2007. GS Yuasa has entered into the EV industry by joining hands with two major OEMs, Honda Motors and Mitsubishi Motors to supply lithium-ion batteries, giving it strong OEM support for its batteries. The increasing raw material prices forced the company to increase its selling price and cut costs in a few areas. Despite the unstable conditions the company achieved its 2008 targets and was able to further reduce its operating loss. Anticipating the current scenario of the automotive industry, there might be decrease in the profits for the company, but investments in new technologies and diversification into new markets will pay off in the long run.



Hitachi Lithium-ion battery

Address Hitachi Ltd 6-6 Marunouchi 1-chome, Chiyoda-ku Tokyo 100-8280 Japan Tel: +81 3 3258 1111 Fax: +81 3 3258 2375 Internet: http://www.hitachi.com Hitachi Vehicle Energy Ltd. 1410 Inada, Hitachinaka-shi, Ibaraki-ken 312-8505 Japan Internet: http://www.hitachi-ve.co.jp/en/ Senior Officers Hidetaka Kawamoto, President, Hitachi Vehicle Energy Ltd Takashi Kawamura, Representative Executive Officer, Chairman, President & CEO Kazuo Furukawa, Representative Executive Officer, Vice-Chairman & Executive Officer Hiroaki Nakanishi, Representative Executive Officer, Executive Vice-President & Executive Officer, Automotive Systems Business Taiji Hasegawa, Representative Executive Officer, Senior Vice-President & Executive Officer, General Manager, Battery Systems Division Yasuhiko Honda, (to be transferred to Hitachi’s new Automotive Systems Company, effective from July 1, 2009) Kunihiko Ohnuma, President & Director, Automotive Systems Group (effective from July 1, 2009) Akira Maru, Vice-President & CEO, Power Systems Business Division Products Lithium-ion battery Plants China (6), Germany (2), Japan (13), Mexico, Singapore, Taiwan, Thailand (3), UK, US (5) Sales Group: US$113.18bn (¥11,226.73bn ,31 March 2008) (Year to 31.03.2008) Employees

Hitachi Ltd. is one of the world’s leading electronics manufacturers. The company’s product line includes electricity generation systems, consumer products and electronic devices. Hitachi’s automotive business is a part of Power & Industrial Systems segment. The company operates its business through seven segments: Information & Telecommunication Systems, Electronic Devices, Power & Industrial Systems, Digital Media & Consumer Products, High Functional Materials & Components, Logistics, Services & Others and Financial Services. Hitachi's Automotive Systems Business is focused on the development of technologies for four types of system- engine management, electronic powertrain, drive control and car information systems. Hitachi’s major automotive customers include Ford, General Motors, Suzuki and Toyota. Recent Developments Corporate strategy Hitachi has been promoting a corporate strategy of “collaborative creation and profits”. The company has planned series of initiatives to improve business structure and enhance its financial condition. The strategy’s focal point is to cut fixed costs, including personnel expenses, as well as other costs such as procurement. Hitachi has decided to restructure the whole business. The decision is to split the business into separate companies, trim the workforce and consolidate and close manufacturing bases. The company will separate its Automotive systems group from its parent company, effective 1 July 2009. Hitachi is focusing on environmental friendly and safety demands for instance, lithium-ion battery for hybrids. Hitachi is planning to expand its expertise in the area of lithium-ion battery by investing in research and development. Hitachi will establish the Battery Systems Division to enhance the lithium-ion battery business. The company is also working with its subsidiary Hitachi Vehicle Energy, related business groups and laboratories to develop batteries for hybrid vehicles and other markets. Acquisitions • In March 2004, Hitachi acquired its affiliates Tokico and Hitachi Unisia

Automotive, to strengthen its automotive products business. Joint-ventures • In June 2004, Hitachi formed the joint-venture Hitachi Vehicle Energy Ltd

with Shin-Kobe Electric Machinery Co Ltd and Hitachi Maxell Ltd, to manufacture lithium batteries for hybrid electric vehicles (HEVs).

Investments • In April 2005, Hitachi established Research & Development Corporation in

China, which is used as an R&D base for all Hitachi Group businesses including Hitachi Automotive Systems (HAS).

Contracts • In March 2008, Hitachi received an order from General Motors to supply

Lithium-ion batteries for more than 100,000 hybrid cars. The batteries are being produced for the Chevrolet Malibu and the Saturn Vue.

New Product Developments Hitachi’s Research & Development group operates six laboratories in Japan and some overseas facilities. Overall, the Hitachi group has a staff of around 6,000 around the world in research and development. For the year ended 31 March 2008, the group’s expenditure on research and development



Group: 389,752 ( 2008)

increased by 3.8% to ¥428.bn (US$4.31bn). Financial Overview For the financial year ended 31 March 2008, Hitachi reported a 9.55% increase in its net sales to ¥11,226.73bn (US$113.18bn). The company’s operating income increased by 89% to ¥345.5bn (US$3.48bn) compared to the preceding fiscal year which was ¥182.5bn (US$1.54bn). The recorded growth is because of increase in revenues in most industry segments, particularly Power & Industrial Systems segment. However, the company registered a net loss of ¥58.12bn (US$585.94m) which increased compared with the previous year’s ¥32.7bn (US$277.3m). Power & Industrial System recorded an 18% growth in sales to ¥3,568.1bn (US$35.97bn). The growth was due to the consolidation of Clarion Co. Ltd in December 2006. This led to the increase in revenues for the automotive equipment. Additionally, production increased in the domestic automobile manufacturers for export. For the financial year ending 31 March 2009, the company is projecting sales of ¥10,020bn, an operating income of ¥40bn and net loss of ¥700bn.

Year Sales (¥bn)

Operating income

(¥bn)

Net Income

(¥bn)

R&D Expenditur

e (¥bn)

No. of Employee

s

2008 11,226.73

345.5 (58.12) 428.1 389,752

2007 10,247.9 182.5 (32.7) 412.5 384,444 2006 9,465 256 37.3 405 355,879 2005 9,027 279 51.5 389 347,424 2004 8,632 184 15.9 372 326,344

Year Sales

(US$bn) Operating income (US$bn)

Net Incom

e (US$m

)

R&D Expenditure

(US$bn)

No. of Employee

s

2008 113.18 3.483 (585.94) 4.31 389,752 2007 86.9 1.54 (277.3) 3.49 384,444 2006 80.5 2.17 317.2 3.44 355,879 2005 83.9 2.59 479 3.61 347,424 2004 81.7 1.74 150.5 3.52 326,344

Outlook After facing losses in 2007, Hitachi is now trying to improve its margins. The company’s acquisition of Clarion is expected to return positive results especially in its automotive business. However, Hitachi’s expansion of its business portfolio is likely to continue to keep company margins under pressure. The development of lithium-ion batteries will help drive sales growth in the future. The company is expected to do well in this segment, having already secured a contract from GM. This cost-effective technology would improve fuel economy up to 20% by reducing vehicle fuel consumption and emissions. The increased power from the lithium-ion battery will allow the next-generation to be widely used. Hitachi has identified significant growth opportunities in the environmental and energy-saving related areas over the medium and long term. However, with the financial market being so volatile and the yen’s steep appreciation, the business environment is filled with uncertainty. Additionally, the slowing growth in the Chinese economy and the emerging markets also added fuel to project Hitachi’s worst ever Group net loss. Hitachi has forecast net loss of ¥700bn for the financial year ending 31 March 2009.



JEOL

Capacitors

Address JEOL Ltd. 1-2, Musashino 3-chome Akishima Tokyo 196-8558, Japan Tel: +81-42-543-1111 Fax: +81-42-546-3353 Internet: http://www.jeol.com Advanced Capacitor Technologies Inc. 3-1-2, Musashino Akishima, Tokyo 196-8558 Japan Senior Officers Toru Usami, President (ACT) Yoshiyasu Harada, Chairman Gon-emon Kurihara, President Azuma Ohtsuka, Executive Vice-President Masashi Iwatsuki, Director & CEO Masaki Saito, Director & Executive Officer Masayuki Tajimi, Director & Executive Officer Norimasa Ishida, Executive Officer Mikio Naruse, Executive Officer Kazufumi Adachi, Executive Officer Shin-ichi Watanabe, Executive Officer Youichi Shibuki, Executive Officer Products Capacitors Plants Group: Australia, Canada, China (2), France, Germany, Japan (9), Italy, Mexico, Netherlands, Taiwan, UK, US Capacitors: Japan Sales Group: ¥93.8bn (US$945.6m, 31 March 2008) (Year to 31.03.08) Employees Group: 3,047 (2008)

JEOL is global supplier of scientific instruments used for research and development in the fields of nanotechnology, life sciences, optical communication, forensics and biotechnology. JEOL has been researching in the field of capacitors since 2004. Advanced Capacitor Technologies, Inc. (ACT), a subsidary was established in April 2004 for the development of new technologies in capacitors. The initial focus was on hybrid vehicles in the automobile market. To cater to the automobile market, ACT and Nissan Diesel Motor Co. agreed to work together for the production of capacitors in June 2004. The company has develped a capacitor named Premlis which is an upgraded version of EcoCache and has Nanogate carbon technology. Recent Developments Corporate Strategy The company plans to achieve a target of consolidated net sales of¥120billion and ordinary profit of ¥7.5 billion in the fiscal year of 2009. With competitive companies expecting growth in demand for hybrid vehicles in the future, the company is developing products that are technologically advanced and will substitute the existing ones. The company has established a subsidary for the development of capacitors and set up a joint-venture with Nissan Diesel Motor Co., to make advancements towards the development of capacitors and develop new technologies for the same. Joint-Venture • In June 2004, JEOL’s subsidary Advanced Capacitor Technologies formed a

joint-venture with Nissan Motor Diesel Co. to develop advance capacitors for hybrid vehicles.

New Product Developments JEOL’s expenditure on research and development, in 2008, amounted to ¥6.4bn (US$64.5m, 31 March 2008) in 2008. Advance Capacitor Technologies (ACT) is a subsidiary of JEOL formed in April 2004. The subsidiary is engaged in developing advanced capacitors for hybrid vehicles. In October 2008, JEOL developed a technology called Premlis which advances the previous capacitors, EcoCache, which was the first capacitor developed by ACT using the Nanogate carbon technology. Premlis is considered to be better than lithium-ion batteries which are presently used in the hybrid vehicles. The company will develop three different types of Premlis capacitor, Premlis A5000, and two module capacitors including Capacitor Battery. These models have superior internal resistance and low temperature properties. Premlis A5000, features the highest level of effective energy density, compared with other double layer capacitors. The company plans to expand its production line in 2009 to manufacture 20,000 units monthly. Financial Overview For the financial year ended 31 March 2008, JEOL’s sales decreased by 7.7% to ¥93.8bn (US$945.6m, 31 March 2008). The company recorded an operating loss of 59.5% to ¥2.1bn (US$21.1m) in 2008 from ¥5.3bn (US$44.9m, 31 March 2007) in 2007. The company recorded a net loss of ¥113m (US$1.13m) during the year, compared with ¥2.8bn (US$23.7m). Overseas sales accounted for 47.5% of consolidated net sales. Sales in Japan were down by 8.7% to ¥66.7bn (US$672.4m) in 2008 from ¥73.1 (US$619.9m) in 2007. In North America and Latin America sales decreased by 19.7% to ¥12.1bn (US$121.9m) from ¥15.1bn (US$128) in 2007. Sales increased by 10% in Europe, Asia and Australia to ¥14.9bn (US$150.2m) from ¥13.4bn (US$113.6m).



Year Net Sales

( ¥bn) Operating

Income (¥bn)

Net Income

(¥m)

R&D Expenditure

(¥bn)

No. of Employees

2008 93.88 2.15 113 6.48 3,047 2007 101.77 5.31 2,816 5.98 3,014 2006 93.29 2.01 1,289 5.22 3,020 2005 85.91 1.98 1,245 4.43 - 2004 87.09 2.06 784 4.03 -

Year Net

Sales ($m)

Operating Income

($m)

Net Income

($m)

R&D Expenditure

($m)

No. of Employees

2008 946.4 21.68 1.13 65.3 3,047 2007 863.1 45.0 23.8 50.7 3,014 2006 793.5 17.1 10.9 44.4 3,020 2005 799.0 18.4 11.5 41.2 - 2004 824.6 19.5 7.4 38.1 -

Outlook JEOL is banking on the increased future demand for hybrid vehicles. The company has also increased its R&D expenditures this year and plans to contribute more in the next fiscal year. This would help them achieve their target for fiscal year 2009. The focus on advanced capacitors for upcoming hybrid vehicles is expected to create avenues of growth for the company. The new technology, the Premlis capacitor, if successful, will lead to future growth in the area of hybrids.



Johnson Controls Batteries

Address Johnson Controls Inc. 5757 N. Green Bay Avenue P.O. Box 591 Milwaukee, WI 53201 USA Tel: +1 414 524 1200 Fax: +1 414 524 2070 Internet: http://www.johnsoncontrols.com Senior Officers Stephen A. Roell, Chairman, CEO Keith E. Wandell, President, COO R. Bruce McDonald, Executive Vice-President, CFO Beda Bolzenius, Vice-President & President, Automotive Experience Alex A. Molinaroli, Vice-President & President, Power Solutions Jeffrey S. Edwards, Vice-President & General Manager, Japan & Asia Pacific, Automotive Experience Mary Ann Wright, Vice-President & General Manager, Hybrid Systems for Johnson Controls, CEO, Johnson Controls-Saft Brian Kesseler, Vice-President & General Manager, Americas, Power Solutions Walther Wever, Vice-President & General Manager, Europe, Power Solutions Shu Yang, Vice-President & General Manager, Asia, Power Solutions Products Lead acid batteries, nickel metal hydride, lithium ion batteries. Plants Power Solutions: China, Czech Republic, France (2), Germany (3), India, Mexico (5),South America (2), Spain (2), South Korea (3), US & Canada (8). Sales Group: US$38.06bn (30 September 2008) (Year to 30.09.08) Power Solutions: US$5.85bn (30 September 2008) (Year to 30.09.08) Employees Group: 140,000 (2008) Power Solutions: 12,000 (2008)

Johnson Controls Inc. (JCI) is a leading supplier of automotive interior systems, seating and batteries. The company’s product portfolio includes seating, instrument panels, overhead components & systems, floor consoles & storage systems, door systems, electronics, cargo management and battery & power management. JCI operates 1,300 locations in 125 countries worldwide. The company organises its operations into three business groups: • Automotive Experience (48% of sales in fiscal 2008): seats including foam

cushions, seat covers, metal frames and mechanisms. • Power Solutions (15% of 2008 sales): automotive batteries for the replacement

and original equipment markets. • Building Efficiency (37% of 2008 sales): facility systems and services

including comfort, energy and security management for the residential and non-residential buildings market.

In the financial year 2008, US generated US$13.3m sales; Europe contributed US$14.9m, and the rest of the world generated US$9.7m. JCI’s customers include BMW, Chrysler, Daimler, Ford, General Motors, Honda, Isuzu, Mazda, Mitsubishi, Nissan, PSA-Peugeot-Citroën, Renault, Toyota and Volkswagen. Recent Developments Corporate strategy JCI is aiming for a long-term sustainable growth by focusing on improving efficiency, new product and technology development and expansion in emerging markets. Besides acquisitions, the organisation plans to prioritise its organic growth. The company has been restructuring its businesses in North America and Europe so as to become more profitable. It also wants to focus on product lines that are profitable to the company. The company’s Power Solution division supplies batteries for both original equipment market as well as aftermarket. The high-margin business division accounted for just 15% of 2008 sales but contributed 26% to the company’s total earnings. The company has 36% of global market share in lead acid batteries. The company is aiming to be the leading supplier of lithium-ion battery technology for the next generation hybrid vehicles. In area of hybrid batteries, JCI has a joint-venture with Saft SA of France. The joint-venture is diversifying into commercial vehicles segment. In January 2009, Johnson-Controls Saft (JCS), entered a five-year agreement with Azure Dynamics to supply batteries to power its commercial vehicles in North America. The joint-venture, entered into a development collaboration agreement with Maxwell Technologies in April 2008 to develop a new technology on electrode manufacturing in order to reduce the cost and environmental impact of automotive batteries on hybrid vehicles. It secured several supply contracts in 2008 from global OEMs including Ford, GM, Daimler, Chery and SAIC. JCI plans to shift operations from high cost to low cost regions such as in Asia and eastern Europe, and increase low cost sourcing to 54% by 2013. The company plans to grow its battery business in China. The Chinese hybrid vehicle market will grow as several domestic OEMs have announced plans to launch these in next three to five years. JCI has been strengthening its electronics expertise and integrating electronics into nearly every system during development. It has also integrated electronics into its batteries, developing the first anti-theft battery and power-saving battery. Acquisitions • In July 2005, JCI acquired Delphi’s global automotive battery business for

US$202.5m. Under the agreement, JCI received a long-term contract to supply GM with original equipment and original equipment service batteries.



Delphi’s automotive battery business includes operations in more than 10 countries with joint-venture interests in China and South Korea.

• In July 2004, JCI acquired its joint-venture partner’s, Group IMSA, automotive battery business in Mexico and South America. For the remaining 51% share of the Group IMSA, Johnson Controls paid approximately US$525m.

Joint-ventures • In April 2008, Johnson Controls-Saft (JCS) and Maxwell Technologies

entered into an agreement to test and evaluate Maxwell’s lithium-ion battery electrodes for hybrid vehicles.

• In July 2007, JCI entered into a joint-venture with a Chinese company, Fengfan Ltd. of Baoding, to manufacture maintenance-free lead acid batteries for the automotive market in China.

• In January 2006, JCI and Saft Group formed a joint-venture to supply advanced-technology batteries for current and future-generation hybrid-electric vehicles (HEVs) and electric vehicles (EVs). Saft Group holds a 49% stake and Johnson Controls holds the rest.

Investments • In December 2008, JCI plans to set up a plant in Changxing Economic

Development Zone of Zhejiang province (China) to produce lead acid batteries. The plant will become operational by June 2010.

• In January 2008, Johnson Controls-Saft Advanced Power Solutions opened its first lithium-ion battery facility in Nersac (France). The company initially invested €15m (US$22.28m) in the plant which is the world’s first lithium-ion battery manufacturing facility. In November 2007, JCI opened a new Automotive Business Centre in Bratislava (Slovakia). The company created 170 new jobs by the end of 2008 in order to help it grow in the eastern European markets.

• In July 2007, JCI planned to expand and remodel its headquarter campus in Glendale (US).

Contracts • In February 2009, JCS received a contract from Ford Motor Company to

supply complete battery system. It will be introduced in 2012 in its first series of plug-in hybrid electric vehicle (PHEV). In June 2008, JCS was the battery supplier for the Ford test fleet of PHEVs.

• In January 2009, JCI entered into a supply agreement to provide automotive batteries to O’Reilly Auto parts.

• In January 2009, JCS and Azure Dynamics Inc. (AZD) entered into a supply agreement. The agreement incorporates providing the advanced lithium-ion (Li-Ion) hybrid battery technology to power commercial vehicles in North America. The agreement will expire in 2014.

• In October 2008, JCS received the second production contract to provide lithium-ion batteries for BMW’s 7 Series Active Hybrid Car.

• In August 2008, JCS was awarded a second contract of US$8.2m by United States Advanced Battery Consortium (USABC). It focuses on the development of lithium-ion battery systems for plug-in hybrid electric vehicles (PHEVs). The contract will expire in 2010.

• In January 2008, JCS was selected by SAIC Motor Corporation Ltd, China to supply lithium-ion batteries for its demonstration fleet of new energy vehicles.

• In January 2008, JCS received a production contract from Chinese auto manufacturer, Chery Automobile, to provide a hybrid battery system for its latest vehicle, A5 ISG sedan.

• In September 2007, JCS signed a contract with Daimler to supply a cell module and cooling system for the hybrid battery for the Mercedes-Benz S-Class 400 hybrid sedan. The project will commence in June 2009.

• In August 2007, JCS received an order to supply nickel-metal hydride (NiMH) and Li-ion battery packs for the Dodge Sprinter plug-in hybrid delivery vans.

• In March 2007, JCI and Federal-Mogul signed an agreement to market Federal-Mogul’s famed Champion Brandin the lead-acid storage battery category. In January 2007, the JCS signed a contract with GM to supply Li-ion batteries for the Saturn Vue Green Line plug-in hybrid SUV.

• In August 2006, JCS received a two-year contract from United States Advanced Battery Consortium (USABC) to supply advanced, lithium-ion (Li-lon) batteries for hybrid-electric vehicles (HEVs).

• In September 2006, JCS was awarded a development contract for lithium-ion batteries from a major OEM for its late model 2008 hybrid vehicle. Post the development phase, the contract is expected to lead to volume production.



New Product Developments In the financial year 2008, JCI spent US$829 on research & development (R&D) activities compared with US$767m in 2007. • In January 2009, JCI introduced re3concept vehicle as part of its product and

technology at the 2009 North American International Auto show (NAIS). Its features include the plug-in hybrid battery system.

• In September 2005, JCIstarted an advanced Li-ion battery development laboratory in Milwaukee, Wisconsin (US). The US$4m facility located at the company’s Battery Technology Center develops power-storage and power-management concepts based on Li-ion technology.

• In January 2005, JCI launched dual-purpose new Group 75/25 and Group 35 YellowTop™ batteries.

• In January 2005, JCI introduced nickel-metal-hydride (NiMH) battery technology at the North American International Auto Show. The NiMH was developed using technologies from its Varta Battery Automotive business.

Financial Overview For the financial year ended 30 September 2008, JCI’s sales amounted to US$38.06bn, a 10% increase from US$34.6bn in 2007. The reason being the higher net sales in all three business segments as well as favourable impact of foreign currency. Income from continuing operations decreased by 24% and reached US$0.97bn. Net income was US$0.97bn, a 22% decrease over last year’s figure of US$1.25bn. This was mainly due to a restructuring charge which was recorded in the fourth quarter and lower volumes in automotive experience in North America and Europe. Excluding the restructuring charge, net income was US$1.4bn, a 12% increase over the prior year. For the fiscal year 2008, the company projected sales to increase 10% to about US$38bn, which it has achieved. For the fiscal year 2009, the company expects that the forecast estimates will not match the actual estimates in 2009, due to the uncertain economic conditions.

Year Net Sales (US$bn)

Net Income (US$bn)

Operating Income (US$bn)

R&D Expenditure

(US$m)

No. of Employees

2008 38.06 0.97 0.97 829 140,000 2007 34.6 1.25 1.29 767 140,000 2006 32.2 1.02 1.03 743 136,000 2005 27.5 0.90 0.75 817 130,000 2004 24.6 0.81 0.76 844 123,000

Outlook JCI’s investment in the developing markets of Asia and eastern Europe will help the company in its future developments. Also, the company’s investments in the Li-ion R&D activities are expected to drive the future growth. The company is making significant progress on its development of advanced batteries for fuel-efficient, environmentally friendly hybrid vehicles. In 2008 JCI increased its presence in hybrids, as it opened a Li-ion battery manufacturing plant. The company is expanding its traditional lead-acid car batteries to next-generation batteries which provide better fuel efficiency. These efforts are likely to help the company to win development or production contracts for hybrid vehicle batteries in Europe, North America and China. The company has been awarded grants from the government for the development of hybrid battery technology as well as lithium-ion battery systems for plug-in hybrid electric vehicles. This increases the company’s prospects in the field of batteries. JCI believes that 2009 will be a time of stabilisation and recovery after the unprecedented challenges the automotive industry faced in 2008. The company forecast losses, in their second quarter of the financial year ending 31 March 2009. Although the company expects to continue incurring losses in the Automotive Experience segment, the other two operating divisions are expected to report positive segment income in the second quarter.



LG Chem Lithium-ion batteries

Address LG Chem LG Twin Towers, 20, Yoido-dong, Youngdungpo-gu, Seoul 150-721 Korea Tel: +82-2-3733-7136 Fax: +82-2-3773-7813 Internet: http://www.lgchem.com Compact Power Inc. 1857 Technology Drive, Troy, Michigan 48083 US Tel: +1-248-307-1800 Fax: +1-248-597-0900 Internet: http://www.compactpower.com/index.shtml Senior Officers Peter Bahn-Suk Kim, Vice Chairman & CEO Suk-Jeh Cho, Executive Vice-President &CFO Prabhakar Patil, CEO, Compact Power Inc. Martin Klein, Director, Engineering, Compact Power Inc. Mohamed Alamqir, Director, Research (Cell), Compact Power Damian H. Gardley, Sales Director, Compact Power Products Lithium-ion batteries Plants Group: China (10), India, Poland, Vietnam Lithium-ion batteries: China, South Korea (2) Sales Group: US$10.04bn (31 December 2008) (Year to 31.12.08) Employees Group:140,000c

LG Chem, Ltd. is Korea’s largest chemical and rechargeable battery maker. The company identifies batteries to be the primary growth area for the company, as the growth has been five-fold over the past seven years. The Korean company has three primary businesses: Chemicals & polymers, industrial materials, and information & electronic materials. Lithium-ion batteries are part of LG Chem’s information and electronic materials business. LG Chem formed a subsidiary, Compact Power Inc. (CPI), to bring lithium-ion battery technology in the North American market. The company was formed in 2000 in Colorado (US). In 2005, with the support of Michigan state tax credit of US$3.8m CPI moved it’s headquarter in Troy, Michigan (US). The company has plans to invest up to US$20m and add over 150 jobs over the next 10 years. Recent Developments Corporate strategy LG Chem has plans to spend around US$1bn on lithium-ion polymer batteries by 2013 to grow into a top global supplier for hybrid electric vehicles. The company has plans to expand by building a facility to produce lithium-ion battery cells for the upcoming 2011 Chevrolet Volt E-REV. The Michigan State tax credit approved US$125.2m; however the approval is still conditional. LG Chem is focusing on increasing its customer portfolio by forming numerous strategic alliances with GM, United States Advanced Battery Corporation (USABC) and Hyundai. Simultaneously, LG Chem is investing into research and development by introducing new products like automotive battery packs for electric vehicles with STMicroelectronics that would assist in reducing petrol consumption and CO2 emissions. Investments • In April 2009, LG Chem, CPI and GM planned to invest US$200m to create a

660,000ft2 facility employing 300 personnel to produce lithium-ion battery cells for GM’s upcoming 2011 Chevrolet Volt E-REV. Up to US$125.2m in tax credits were recommended for the project, but approval is still pending.

• In May 2005, CPI received US$3.8m from Michigan Economic Growth Authority (MEGA) as a tax incentive to move to Michigan.

New Product Development • In December 2008, LG Chem teamed up with STMicroelectronics (ST) to

develop automotive battery pack for electric vehicles. This pack would assist in reducing petrol consumption and CO2 emissions. The new battery pack combines the lithium-ion battery technology of LG Chem’s with the battery management chip manufactured by ST.

Contracts • In January 2009, LG Chem signed a contract with GM to supply lithium-ion

polymer battery cells for GM’s Chevrolet Volt. LG Chem and Compact Power Inc., North American subsidiary of LG Chem, will provide production source for the battery cells to build battery packs for Volt development vehicles, until GM’s facility is operational. Chevrolet Volt is scheduled to be launched in 2010. Earlier, in June 2007 Compact Power Inc. received a contract from GM to develop a lithium-ion battery system for E-Flex propulsion system to be used in the Chevy Volt concept car.

• In November 2008, Ministry of Knowledge Economy revealed that two project contracts were concluded between Hyundai Motor and three battery producers: SK Energy, LG Chemical and SB LiMotive to develop plug-in- hybrid electric vehicle (PHEV) battery systems. The three battery suppliers will compete to develop 16km and 32km PHEV battery systems. LG Chemical and SK Energy participated in a 16km development project, where the results will be evaluated after three years to select a final developer to



produce a 16km PHEV battery system with an additional two-year support. Additionally, LG Chemical and SB LiMotive will compete for the 32km development project which will run for five years.

• In January 2008, CPI, subsidiary of LG Chem, secured a contract from USABC to develop lithium-ion battery technology for 10-mile range plug-in hybrid electric vehicles. The contract will expire in March 2010. The value of the contract is US$12.9m out of which US$4.5m will be funded through a cost share by the USABC. Earlier, the company won a contract from USABC in October 2006 to develop lithium-ion battery technology for hybrid electric vehicles. The value of the contract was US$6.3m and it expired in March 2008.

• In December 2007, LG Chem received a contract from Hyundai Motors and its affiliate Kia Motors to supply rechargeable hybrid car batteries. The mass production of hybrid motor vehicles will begin in 2009.

Financial Overview For the financial year ending 31 December 2008, net sales increased by 5.46% to US$10.04bn compared with the previous year’s net sales of US$9.52bn. Simultaneously, the company’s EBIT increased by 50.71% to US$1.06bn and net income by 8.47% to US$796.5m compared with the previous year’s EBIT of US$708.7m and net income of US$734.3m.

Year Net Sales (US$bn) EBIT (US$m) Net Income (US$m) 2008 10.04 1068.09 796.5 2007 9.52 708.7 734.3 2006 10.12 366.8 344.6 2005 7.45 423.6 405.4 2004 6.95 509.9 523

Outlook Despite the slowdown in the economy, LG Chem is slowly and steadily making its way into the hybrid market. The company is at the expansion stage and trying to secure a strong foothold in the market. LG Chem has to maintain strong standards in order to survive in the market where the company has strong competition from companies such as A123 System and, Johnson Controls Saft. The company has invested a lot on research and development on its products and hence several automotive OEM’s are considering LG Chem for their hybrid car batteries. One of the automakers is BMW who are considering LG Chem for its mega city vehicle project. The hybrid market has a high potential to expand in the future. The hike in fuel prices and vehicle emissions causing global warming makes the hybrid market all the more lucrative. This leads to a positive growth cycle for LG Chem in coming years.



Lithium Technology Corporation

Batteries

Address Lithium Technology Corporation 5115 Campus Drive Plymouth Meeting, Pennsylvania 19462 United States Tel: 49-36 31-61 67 0 Fax: 49-36 31-61 67 49 Internet: http://www.gaia-akku-online.de/index.html Senior Officers Klaus Brandt, President, CTO, Director Theo M.M. Kremers, CEO, Director Franz J Kruger, President, CEO, Director Kenneth Rudisuela, COO Andrew J. Manning, COO, President Amir Elbaz, CFO, Executive Vice-President and Treasurer, Director Products Lithium-ion polymer batteries Plants Germany, US Sales Group:US$2.6m (31.12.2007) (Year to 31.12.2007) Employees Group: 79 (31.12.2007)

Lithium Technology Corporation (LTC) designs, engineers and builds custom lithium-ion rechargeable batteries for use in transportation and other areas. Lithium Technology Corporation (LTC) is a global provider of large format rechargeable power solutions for various purposes. The company caters to National Security Markets, Transportation Markets and Stationary Power Market with particular focus on US and European geographic market segments. LTC merged with GAIA Akkumulatorenwerke GmbH in 2002. The company has two principal centres of operations – in Plymouth Meeting, Pennsylvania and in Nordhausen (Germany). For the financial year ended 31 December 2007, the domestic operations generated US$1.5m in sales and the European US$1m. LTC sells battery cells and complete batteries to various clients, includes NASA, Lockheed Martin, ThyssenKrupp, Exide, scientific research facilities and the national defense agencies. Recent Developments Corporate Strategy The company is gaining a strong foothold in the automotive market place and expanding for further better prospects in this market. LTC has secured contracts with DesignLine International to supply lithium-ion batteries. They received an order worth US$4.7m for hybrid bus applications from Kettering University and Transportation Techniques to supply batteries. Additionally, the company has secured contracts to supply lithium batteries in the area of light commercial vehicles and hybrid racing. The company is prioritising its sales and marketing especially in the automotive sector. The company has planned to compete on the basis of the competitive pricing structure per kWh for both cells and batteries. LTC is investing in new product development, and introduced the largest lithium ion iron phosphate cells in the world. This has given a technological edge to the company. Overall, the company will continue to improve its financial performance at the same time keeping it transparent to its shareholders. Contracts • In February 2009, LTC signed a contract with DesignLine International to

supply lithium-ion batteries. The contract incorporates the delivery of 90 battery packs in 2009 by LTC.

• In February 2008, LTC received an order of US$4.7m for hybrid bus application for a joint program with Kettering University and Transportation Techniques. The order incorporates LTC to supply the batteries.

• In May 2007, LTC retrofitted Toyota Prius, which utilised the company’s new product line of lithium ion phosphate (LiFePO4) cells.

• In April 2006, LTC signed an agreement with Zytek to provide lithium-ion battery through its subsidiary GAIA for a hybrid vehicle which is being developed by Zytek Systems. Zytek has ordered three lithium-ion batteries.

New Product Development In the financial year 2007, LTC spent US$3.08m on engineering, research and development expenses, a decrease of 14% from the previous year’s figure of US$3.58m. The reason was due to completion of some R&D projects in 2007, and focus on fewer projects in 2007, such as the iron phosphate cathode development. A project was initiated to exhibit the usage of electricity, generated by renewable energy such as wind and solar for powering up 20 PHEV’s in a fleet trial under real-time conditions. LTC was selected to participate in a passenger car fleet project for plug-in hybrid electric vehicles in June 2008. Over a period of three years,



GAIA will deliver seven lithium ion batteries that are based on iron phosphate cathode chemistry. The project is partially funded by the German federal government. • In February 2008, LTC introduced a new product line of lithium iron

phosphate (LiFePO4), the largest cells of their kind in the world. This aims to fulfil the needs of the electrical vehicle (EV) and plug-in hybrid vehicle (PHEV) markets.

Financial Overview The company reported net sales of US$2.6m for the financial year ending 31 December 2007, a decrease of 7% from the previous fiscal year. The decrease in sales is due to the expenses on development of the iron phosphate technology in 2007 to address the requirements of the transportation market. The single manufacturing line was used in the development of the new products and could not be used for the production of standard items. The company has faced operating losses and net losses from its inception. For the financial year ending 31 December 2007, LTC reported a net loss of US$24.3m and operating losses of US$20.6m. The company expects to incur substantial operating losses in the future.

Year Net Sales (US$m)

Net Income (US$bn)

Operating Income (US$bn)

No. of Employees

2007 2.6 (24.3) (20.6) 79 2006 2.79 (20.2) (11.7) 66 2005 1.80 (10.58) (1.74) 49

Outlook The financial performance of the company has not improved despite the promising strategies, successful contract developments and R&D expenditure. LTC is estimated to incur more operating losses in the future. The company cannot guarantee whether it will be able to generate revenues from operations or achieve profitability in the near future. This raises substantial doubt about the ability to continue as a going concern.



LS Corporation Batteries

Address 21F, ASEM Tower 159, Samsung-Dong Gangnam-Gu Seoul 135 090 Korea Tel: 82-2-21899754 Fax: 82-2-21899759 Internet: http://www.lscable.co.kr Senior Officers John Koo, Chairman, LS Corporation Kwang Woo Lee, President & CEO, LS Corporation Kwang-Woo Lee, Chairman & CEO, LS Cable, LS Mtron Products Ultracapacitors Plants LS Cable: Korea (5) LS Mtron: Korea (4) Sales LS Corporation:US$7.30bn (31.12.2007) (Year to 31.12.2007) LS Cable: US$3.38bn (31.12.2007) (Year to 31.12.2007) LS Mtron: US$3.37bn (31.12.2007) (Year to 31.12.2007) Employees LS Cable: 3,310 LS Mtron:1,386

LS Corporation, formerly LS Cable Ltd., is a Korea based holding company specialising in the industrial electric, electronic and material businesses through its subsidiaries. In May 2008, LS Group, formerly LG Cable Group, decided to divide LS Cable into a holding company and a business company. In July 2008, LS Cable, the group’s key affiliate was divided into three independent entities; holding company LS Corporation and commercial affiliates LS Cable and LS Mtron. LS Corporation holds LS Cable, LS Mtron, LS Industrial Systems and LS-Nikko Copper as affiliates and around 20 other domestic and international sub-affiliates. LS Cable, LS Mtron and LS Industrial Systems together manufacture automotive parts. LS Cable and LS Mtron are actively participating in conducting the next generation large capacity energy storage ultracapacitors. Research and Development New Product Development In May 2005, LS Cable developed ultracapacitors for hydrogen fuel cell vehicles. Moreover, the Korean government invested KRW27.5bn (US$27.45m, 9 May 2005) for R&D for the next generation battery development. In July 2007, LS Mtron developed the Electric Double Layer Capacitor (EDLC). The company worked on electrolyte and other components since it had lower energy density compared with batteries. Outlook The company’s LS ultracapacitor is designed for 2.8 rating voltage higher than its competitor’s 2.5 rating voltage. Ultracapacitors are drawing remarkable attention from the industry and are expected to be a core component for hydrogen fuel cell vehicles. The market for ultracapacitors is estimated to grow up to US$1bn by 2010. The company’s main clients include Hyundai Motor, Kia Motors, GM Daewoo, Ssangyong Motors, GM and Nissan.



Maxwell Technologies Ultracapacitors

Address Maxwell Technologies 9244 Balboa Avenue San Diego, CA 92123 USA Tel: +1 858 503 3300 Fax: +1 858 503 3301 Internet: http://www.maxwell.com Senior Officers David J. Schramm, President & CEO Richard D. Balanson, Senior Technical Advisor Tim T. Hart, Vice-President, CFO & Treasurer George Kreigler III, Senior Vice-President, Operations Alain R. Riedo, Senior Vice-President, General Manager, Maxwell Technologies SA, John M. Miller, Vice-President, Systems, Applications & Integration Michael J. Liedtke, Vice-President, Business Development, Sales & Marketing Michael A. Everett, Vice-President, CTO Products Electrochemical double layer capacitors (EDLC) Plants China, Switzerland, US Sales Group: US$82.19m (31.12.2008) (Year to 31.12.2008) Employees Group: 346 (31 December 2008)

Maxwell Technologies is a leading manufacturer of ultracapacitors, high-voltage capacitors and radiation-mitigated microelectronic products. The company supplies these products to various industries such as transportation, industrial electronics and telecommunications. Maxwell Technologies business is divided into three product lines of ultracapacitors (35% of total sales in 2008), high-voltage capacitors (46%) and radiation-mitigated microelectronic products (19%). Geographically, sales in the US accounted for 28%, while rest of the countries contributed the remaining 72% of sales in 2008. In the automotive sector, Maxwell Technologies manufactures BOOSTCAP® ultracapacitors, cells, multi-cell packs and modules with applications in powertrain, chassis and interior. Ultracapacitors are used by hybrid vehicles and trucks. Recent Developments Corporate strategy Maxwell is working with OEMs and suppliers to strengthen its position as the leading supplier of ultracapacitor-based solutions. Maxwell is increasing production capacity to meet the future anticipated demand of ultracapacitors. The company has formed numerous strategic alliances with other suppliers for its expansion in the market. In order to boost its position in the hybrid vehicles market, the company collaborated with Johnson-Controls Saft in 2008 to test the lithium-ion battery electrode for hybrid vehicles. Also, in 2007, Maxwell formed an alliance with Tianjin Lishen Battery Joint-Stock Co., Ltd to supply hybrid energy storage products. Maxwell broadened its customer focus by supplying its BOOSTCAP ultracapacitors to hybrid vehicles. Golden Dragon Co. Ltd used Maxwell’s BOOSTCAP ultracapacitors for integration into diesel-electric hybrid buses in 2008. In 2007, Maxwell collaborated with Mercedes car to develop ultracapacitors for an advanced engineering hybrid-electric drive train program. Azure Dynamics Corporation used Maxwell’s BOOSTCAP 390-volt heavy transportation ultracapacitor module (HTM) for the latest hybrid shuttle bus powertrain. The company is focusing on the hybrid vehicles market. For Maxwell, China is one of the important markets to expand its presence in the automotive industry. Maxwell has a cost advantage by expanding in the low cost countries. The company formed an alliance with Belton Technology Group, through which it is making inroads in the Chinese market. In April 2007, the company also opened a sales office in China for its ultracapacitor products, through which it expects to serve the Asian market. Joint-ventures • In April 2008, Maxwell Technologies and Johnson Controls –Saft entered into

an agreement to evaluate and test Maxwell’s lithium-ion battery electrodes for hybrid vehicles.

• In November 2007, Maxwell formed an alliance with Tianjin Lishen Battery Joint-Stock Co., Ltd to supply hybrid energy storage products. The two companies combined their respective capabilities in ultracapacitor and lithium-ion battery technologies to develop hybrid energy storage products. The new products have applications such as quick-charge cordless tools and electric vehicles. Production and delivery of initial product samples began in early 2008.

• In July 2007, Maxwell entered into an agreement with Valeo to incorporate its BOOSTCAP ultracapacitors in Valeo’s stop-starts and regenerating braking systems.

• In May 2007, Maxwell and Argonne National Laboratory entered into an agreement for a collaborative research project. The project intended to demonstrate the compatibility of ultracapacitors with hybrid vehicle batteries.



• In September 2006, Maxwell Technologies and Kromberg & Schubert GmBH &Co. KG formed an alliance to incorporate Maxwell’s BOOSTCAP ultracapacitors into engine starting system for automobiles.

• In April 2006, Maxwell Technologies signed a contract and granted a license to Shanghai Urban Electric Power Investment Development Corporation (SUEP). The contract will expire in 2012. SUEP can manufacture and market ultracapacitor products based on Maxwell’s proprietary large cell and multi-cell module technology under its own brand in mainland China. With this alliance, Maxwell has targeted the Chinese market. In April 2006, Maxwell Technologies started a toll manufacturing alliance with China-based Belton Technology Group for the production of BOOSTCAP ultracapacitors. Post the production of carbon powder electrode material, Maxwell sends it to Belton for final assembly. In March 2006, Maxwell Technologies and Yeong Long Technologies Co. Ltd (YEC) expanded their alliance to supply carbon powder-based ultracapacitor electrode material to assist YEC’s small cell ultracapacitor products. Additionally, Maxwell facilitated YEC in setting up worldwide marketing and distribution. The alliance was initiated in February 2003, to commercialise BOOSTCAP ultracapacitors in China. .

Investments • In April 2007, Maxwell Technologies opened a sales office in Shanghai

(China) to market its BOOSTCAP ultracapacitor products, service customers and support its distribution channel partners throughout Asia.

Contracts • In January 2009, Maxwell Technologies supplied its BOOSTCAP

ultracapacitor modules to provide burst power for a retrofit diesel engine starter system to Vanner Inc.

• In July 2008, Maxwell Technologies supplied its BOOSTCAP ultracapacitors to Golden Dragon Bus Co. Ltd. for integration into diesel-electric hybrid buses.

• In July 2008, Maxwell Technologies supplied its 125-volt BOOSTCAP ultracapacitor modules for braking energy recuperation and torque assist in emission free electric buses to Vossloh Kiepe GmbH.

• In January 2008, Maxwell Technologies supplied BOOSTCAP ultracapacitors to Continental AG as the energy storage component for a broadnet stabilisation system.

• In September 2007, Maxwell Technologies signed a contract with Mercedes Car group, to design and produce ultracapacitors for an advanced engineering hybrid-electric drive train. It incorporates a braking energy recuperation system that enables it to increase fuel efficiency and reduce emissions.

• In June 2007, Maxwell Technologies and Azure Dynamics Corporation joined up to use Maxwell’s BOOSTCAP 390-volt heavy transportation ultracapacitor module (HTM) for the latest hybrid shuttle bus powertrain. The product works as the energy storage and power delivery component.

• In May 2007, Richardson Electronics joined Maxwell Technologies, to distribute BOOSTCAP ultracapacitor products and engineered solutions in Mexico, Canada, United States and China.

• In January 2007, Maxwell Technologies received a purchase order for 100,000m2 from Shanghai Sanjiu Electric Equipment Company Ltd. (Sanjiu). Sanjiu planned to introduce a line of ultracapacitor products based on Maxwell’s cell architecture and high-performance electrode for transportation and other markets in mainland China. Additionally, the alliance helps Maxwell to expand its market in China.

New Product Developments In the financial year 2008, Maxwell Technologies spent US$14.8m on R&D activities, an increase of 30.97% over the previous year’s figure of US$11.3m. • In March 2007, Maxwell Technologies and AFL Automotive introduced a

cold start system for the commercial truck market. The cold start system integrates Maxwell Technologies BOOSTCAP ultracapacitors with AFL's power management system.

• In March 2007, Maxwell Technologies introduced 390-volt BOOSTCAP ultracapacitor module. It increases the efficiency level, energy storage and power-delivery solutions for heavy hybrid, electric vehicles and heavy duty industrial applications.

• In November 2006, Maxwell Technologies launched a 125-Volt BOOSTCAP ultracapacitor module for heavy hybrid and electric vehicles. The module, HTM BMOD0063-P125, is based on 2.7-volt BOOSTCAP® BCAP3000



power cells. • In May 2006, Maxwell Technologies introduced the 'C-Cell' BOOSTCAP

ultracapacitor for various industrial and transportation applications. The new ultracapacitor cells are also applicable in distributed power nodes for automotive subsystems. The new 2.5-volt cells weigh two-thirds less than an ordinary C-size battery and are easily mountable on circuit boards and other electrical devices and systems.

• In May 2006, Maxwell Technologies developed 'D-Cell' ultracapacitors for automotive electric power network stabilisation. The new product provides low-cost backup power solutions and avoids microprocessor malfunctions through better management.

• In March 2006, Maxwell Technologies introduced 16 new power-type BOOSTCAP ultracapacitor cells and modules for the automotive market. The new ultracapacitors increase the power and longevity of batteries by ten times.

• In June 2005, Maxwell Technologies introduced large cell BOOSTCAP ultracapacitor cells and multi-cell modules. The product stores more energy and deliver more power per unit volume. The life of the product is longer than any other commercially available ultracapacitors products.

Financial Overview For the financial year ended 31 December 2008; Maxwell has reported growth in net sales by 43.28% to US$82.19m over US$57.36m in 2007. The company reported an operating loss of US$12.24m from operations compared with US$16.08m in 2007. It shows the impact of diminished credit availability and volatile security prices due to slump in the global financial markets. Full-year interest expense accounted to US$4.81, resulting in a loss from continuing operations of US$14.80m in 2008. However, the company gained on embedded derivatives and warrants which was US$1.2m in 2008. The company incurred net loss of US$14.8m in 2008 down from US$15.7m posted in 2007. In 2009, the company is anticipating positive cash flow to finance its operations. The company is undertaking numerous programs to avoid negative cashflows from operations, such as product cost reductions, improved gross margin from the company’s BOOSTCAP product line and manufacturing & quality improvement. First quarter of 2009 is expected to be well above than the first quarter of 2008. The company’s cost reduction program will enable it to improve its operating performance.

Year Sales (US$m)

Operating income (US$m)

Net Income (US$m)

R&D Expenditure

(US$m)

No. of Employees

2008 82.19 12.24 (14.80) 14.8 346 2007 57.36 16.01 (15.73) 11.3 302- 2006 53.88 (14.13) (16.49) 10.06 377 2005 45.43 (7.38) (6.29) 7.17 241 2004 32.21 (8.94) (9.07) 5.52 222

Outlook Maxwell Technologies’ future growth in the global automotive market depends on the successful commercialisation of applications of ultracapacitors. The company’s effort to team up with suppliers and OEMs is expected to help in the future. Ultracapacitor and electrode technologies are clearly the main drivers for the company’s future growth. The main properties are to increase the fuel efficiency and reduce emissions. The company foresees growth opportunities in the Asian automotive markets as vehicle production increases. Particularly, the demand for its BOOSTCAP ultracapacitors and multi-cell modules is expected to rise, with OEMs looking for cost-effective, reliable and durable power delivery solutions. Expansion in China will open further avenues for growth, apart from reducing its dependence on a few selected markets in Switzerland and the US. For 2009, Maxwell is expecting to have positive cash flows, as the company is taking numerous measures for a strong financial growth.



MOLL Lead acid batteries

Address Akkumulatorenfabrik Moll GmbH + Co. KG Angerstraße 50 Bad Staffelstein 96231 Germany Tel: +49-0-9573-96220 Fax: +49-0-9573-962211 Internet: www.moll-batterien.de

Senior Officers Richard Moll, Managing Director Gertrud Moll-Moehrstedt, Managing Director Products Lead acid batteries Plants Germany

Employees

170c

Moll independent battery manufacturer in Germany produces lead acid batteries for automobiles. Moll, a German based mid-size company, has been a battery manufacturer for the past 60 years. The company produces batteries for many applications such as the Moll Kamina Start, the Moll Ocean Power, the Moll aircraft, the Moll racing and the 32 volt battery for the 42 volt systems. Corporate Strategy Overall, Moll is investing into research and development to sustain in the market. The company is facing exorbitant price rise in its main raw material. In addition the sales of the company are declining.. The current plans for expansions are on hold. In 2007 and 2008 the company made investments of more than €4m (US$5.19m, 21 April 2009). Despite the development of lithium-ion batteries, the company will continue to manufacture lead acid batteries. Contracts In July 2005, Moll became the supplier for Lamborghini Gallardo model – Coupé and Spider. The company supplies to all the major OEMs such as Mercedes, VW, Audi, Porsche, Seat, Skoda and Lamborghini. Financial Overview Moll is a privately held company; hence financial information is not disclosed by the company.



NEC-Tokin Batteries

Address NEC Tokin Corporation 7-1, Kohriyama 6-chome, Taihaka-ku, Sendai-shi Miyagi 982-8510 Japan Tel: 81-22-3080018 Fax: 81-22- 3081158 Internet: http://www.nec-tokin.com Senior Officers Masakazu Okabe, President Kunihiko Matsumoto, Executive Vice-President Noboru Yasue, Associate Senior Vice-President Hiroshi Nagahara, Associate Senior Vice-President Hideo Oka, Associate Senior Vice-President Yoshihiko Saiki, Associate Senior Vice-President Akihiko Isobe, Associate Senior Vice-President Sukenobu Imai, Associate Senior Vice-President Yoshimi Kubo, Associate Senior Vice-President Shigenori Oyama, Associate Senior Vice-President Masahiko Yamamoto, Associate Senior Vice-President Minoru Okayama, Associate Senior Vice-President Kouji Suga, Associate Senior Vice-President Products Capacitors, manganese lithium-ion rechargeable batteries, supercapacitors Plants China (2), Japan (7), Thailand, Vietnam Sales Group: ¥120bn (US$1.20bn, 31 March 2008) (Year to 31.03.2008) Employees 18,928 (31.03.2008)

NEC Tokin is a leading manufacturer of electronic devices in Japan. It offers a range of capacitors and batteries including lithium-ion rechargeable batteries, which caters to automotive electronics market. In November 2002, the company integrated with NEC’s electronic components business to become NEC Tokin Corporation. In January 2009, a resolution was passed for NEC Tokin to become a wholly owned subsidiary of NEC Corporation. NEC operates in three product groups: Energy Devices (52.3% of total sales for fiscal year 2008), Network Devices (14.2%) and Functional Devices (33.5%). The main markets which NEC Tokin caters to are: Telecommunications, Infrastructure, Mobile Equipment, Digital Consumer Electronics, Automotive Electronics, New Markets (environmental, medical and welfare industries). The Energy Devices unit offers a range of capacitors and batteries that include electric double layer capacitors and proton polymer batteries, as well as tantalum capacitors and lithium-ion rechargeable batteries. Recent Developments Corporate strategy NEC Tokin is restructuring its business for capital reinforcement. The company is planning to enhance capital through a wide range of measures, for instance amending the articles of incorporation regarding the issuance of preferred stocks and increasing the number of issuable shares. NEC Tokin is focusing on the large capacity laminated lithium-ion rechargeable battery business along with the other three main businesses; capacitor business, EMC business and piezoelectric business. To survive in the current uncertain economic conditions, the company will implement drastic business structural reforms including withdrawal from unprofitable business like prismatic lithium-ion rechargeable battery and reed switch businesses and lower its breakeven point in order to stay afloat. The company is implementing growth strategies by developing business in the environmental and energy markets and launching new products. NEC Tokin is focusing on reorganising the domestic network by closing down three domestic manufacturing operations and five domestic sales bases in Japan. NEC Tokin has reduced approximately 9,500 employees in total; 450 employees in Japan through an early retirement scheme, and 9,000 employees overseas by restructuring. The structural reforms are scheduled to be completed by December 2009. Joint-Venture • In April 2007, NEC Corp., NEC Tokin and Nissan Motor Co. Ltd. formed a

joint-venture company, Automotive Energy Supply Corporation (AESC). It was formed to focus on lithium-ion battery business for wide-scale automotive applications by 2009. AESC started its full operations in May 2008. The focus was on the development and mass production of advanced lithium-ion batteries for a wide range of automotive applications from hybrids, electric vehicles to fuel-cell vehicles.

Investments • In May 2008, NEC Corp., NEC Tokin and Nissan Motor Co. set up a new

mass production line for battery electrodes at NEC Sagamihara Plant (Japan). All processes for lithium-ion batteries for automobile application, from development through to production, will be conducted in the Kanagawa Prefecture. The companies will spend ¥12bn (US$) over a time period of three years.

• In March 2005, NEC Tokin built a production line for rechargeable batteries used in hybrid vehicles at its Toyama production site (Japan).

Financial Overview In the financial year ended 31 March 2008, the consolidated net sales decreased by 11.7% to ¥120bn (US$1.20bn, 31 March 2008) compared with ¥135bn (US$1.14, 31 March 2007) in the previous year. The company reported an



operating income of ¥575m (US$5.79m, 31 March 2008), a significant decrease from ¥4,772m (US$40.47m, 31 March 2007) in 2007. The company reported a net loss of ¥12.7bn (US$ 128m, 31 March 2008) compared with net loss of ¥1.8bn (US$15m, 31 March 2007). The primary reason for this loss is due to the structural reform of its battery business, including the withdrawal of prismatic battery business for overseas mobile phones and the partial reversal of deferred tax assets. For the financial year ending 31 March 2009, the company has forecasted net sales of ¥94.3bn (US$969m) down 14% from the current year. The estimated decrease in sales is the result of weaker market conditions and lower demand for major electronic devices associated with weakened consumption. The revised forecast for operating loss is ¥8.3bn (US$85m) and net loss ¥39,900bn (US$410bn). Furthermore, NEC Tokin has recorded a special loss of around ¥26bn in order to implement the fundamental business structural reform.

Year Sales (¥bn)

Operating Income (¥m)

Net Income (¥m)

2008 120.11 575 (12,785) 2007 135.86 4,772 (1,873) 2006 121.27 4,757 921 2005 119.36 4,722 801

Year Sales

(US$bn) Operating

Income (US$m) Net Income

(US$m) 2008 1.20 5.7 ( 128) 2007 1.14 40.5 (15) 2006 1.03 40.5 (7.8) 2005 1.11 43.9 (7.4)

Outlook The company is taking prompt and major action for capital reinforcement. The structural reform will help the company to reduce fixed costs, personnel expense and depreciation cost. The company will be able to reduce approximately ¥20bn in fixed costs annually through the structural reforms. The financial problems faced by the company due to the weak economy are likely to continue for some time. The fiscal year ending March 2009 will take the brunt of the slump in the economy as the target markets of NEC Tokin have shrunk drastically and an ordinary loss of ¥10bn is forecast.



NessCap Ultracapacitors

Address NessCap Co., Ltd. 750-8, Gomae-dong Giheung-gu Yongin-si Gyeonggi-Do Korea Tel: +82 31 289 0721 Fax: +82 31 286 6767 Internet: http://www.nesscap.com Senior Officers M.Cho, CEO & President Sunwook Kim, Chairman Robert Tressler, Senior Vice-President & General Manager Products Electric double layer capacitor, pseudocapacitor Plants Korea Employees c. 65 (2005)

NessCap is a Korea-based manufacturer of ultracapacitors for hybrid electric vehicles. Globally, it ranks as one of the four leading producers of ultracapacitors. In 2001, NESS Capacitor Co., Ltd was spun off from NESS Corp and was later renamed as NessCap Co, Ltd in May 2002. Apart from automotive applications, ultracapacitors produced by the company are also used in applications such as power, audio and electronics. Besides being used in hybrid electric vehicle, ultracapacitors are used in other automotive applications such as cold cranking in extremely cold weather. Ultracapacitors are also used to provide peak power supply for stop and go in hybrid vehicles and are also used in Integrated Starter Alternator Damper (ISAD). NessCap products are available in both cells and modules for transportation, power and consumer markets. Its customers include OEMs such as Chrysler, Ford and GM. The company currently supplies start-stop systems, mild & full hybrid motor-generator systems and DC/DC converter and control electronics to these OEMs. Recent Developments Corporate strategy NessCap started operations with an aim to develop ultracapacitors for various applications. The company is currently concentrating more on automotive applications as the automotive hybrid market is regarded as one of its future growth areas. In 2007, the US hybrid market grew by 40%. For hybrid vehicles, NessCap has developed ultracapacitors for micro, mild and full hybrid electric vehicles used in power boosting and regenerative braking applications. NessCap has formed alliances with other companies on niche automotive applications to increase its presence in the automotive market. Contracts • In May 2008, NessCap signed a deal with GM to supply its 6 100F

supercapacitors for the automaker’s E-Flex series of extended range of electric vehicles. Terms of the contract were not disclosed. In September 2005, NessCap received a US$4.5m contract from United States Advanced Battery Consortium to develop ultracapacitors for an automotive research program. The program is run by a cooperative research consortium of Chrysler, Daimler, Ford and GM.

New Product Developments NessCap has a focus on R&D initiatives to develop products for the hybrids market. The company has integrated R&D laboratories at its manufacturing facility. NessCap has developed its own electrode technology for its capacitors which distinguishes it from its competitors. Some of its recent developments include: • The company has developed an electric double layer capacitor (EDLC) which

comes in 25 models ranging from 2.5Volt to 2.7Volt (3000 to 5000 farads). These capacitors are used in 14Volt/42 Volt hybrid electric vehicles. The company has also developed EDLC Module which comes in more than 10 models ranging from 4.6Volts to 120Volts and are used in electric and hybrid electric vehicles, besides having other applications.

Financial Overview The company, being privately held, is under no obligation to publish its financial results. Outlook In the future, growing demand for hybrid electric vehicles is likely to positively impact the market for ultracapacitors. Ultracapacitors made by NessCap are being introduced on an experimental basis in the automotive market for applications such as hybrid buses and trucks, regenerative brakes and fuel cell cars. The company is mainly looking to capture the “micro-hybrids” market in the future.



Nichicon

Capacitors

Address Nichicon Corporation Karasumadori Oike-agaru, Nakagyo-ku, Kyoto, 604-0845 Japan Tel: + 81-75-231-8461 Fax: + 81-75-256-4158 Internet: http://www.nichicon.co.jp Senior Officers Ippei Takeda, Chairman & CEO Sachihiko Araki, President & COO Hitoshi Chikano, Director Katsuhiko Furuya, Director Nobuo Inoue, Director Yoshitaka Morinaga, Director Kazuo Uzawa, Director Products Capacitors Plants China (2), Japan (5), Malaysia Sales Group: ¥119.56bn (US$1.2bn, 31 March 2008) (Year to 31.03.08) Employees Group: 5,437 (2008)

Nichicon Corporation develops, manufactures and sells capacitors mainly for electronic devices related to digital home appliances, automotive, inverter equipped products, and information and communication devices. Nichicon caters to many segments but its main segments are divided into three categories, Capacitors for electronics, Circuit products, and Capacitors for Electric Apparatus and Power Utilities. In 1996 Nichicon established itself as the environment friendly company by introducing environmental management system. The company obtained ISO 14001 certification for most of its manufacturing facilities. There are several products that are been developed by the company with environment issues in mind.The result of these developments are capacitors called Geo Cap and Ever CAP. EverCAP is an electric double layer capacitor which does not have cadmium or lead as its main components. The capacitor is also used in hybrid electric vehicles (HEV) to support the battery back-up. In 2008, Nichicon had 46.8% of total sales from Asia and Others, 39% from Japan, 8.2% from America, and 6% from Europe. Recent Developments Corporate Strategy Nichicon’s business strategy is based on “selection and consolidation” which means focusing more on the stronger areas where the company has maximum market share in the high priority markets of digital home appliances, automotive-related devices, inverter-equipped products, and information and communications devices. To implement this policy more effectively, the company diversifies its products only in the field of capacitors. New products are developed by technological developments on the existing ones. Customer demand is borne in mind during new product development. The company is also working towards enhancing the supply of products for hybrid cars to achieve an increase in the percentage of sales of automotive-related products from the current 17% to 20%. To cater to the global market, the company established manufacturing units in Malaysia (for aluminum electrolytic capacitors), as well as at Wuxi (for aluminum electrolytic capacitors and circuit products) and Tianjin (for tantalum electrolytic capacitors) in China. Investments • In March 2007, Nichicon Electronics (Wuxi) Co., Ltd. in China opened a

second plant of equal capacity to the existing one to produce aluminium electrolytic capacitors and switching power supplies.

• In March 2006, the company opened a new plant at Nichicon Kuatsu (Japan) to meet the increasing demand for film capacitors modules used in inverters for the drive mechanism of hybrid vehicles. Nichicon Kuatsu is a subsidary of Nichicon Group in Japan.

New Product Developments Nichicon’s research & development and production team work hand in hand to create new technologies and launch them effectively. The company’s expenditure on research and development in 2008, increased by 8.7% to ¥3.34bn (US$33.6m, 31 March 2008) from ¥3.07bn (US$26m, 31 March 2007) in the previous year. • In April 2007, Nichicon, Kandenko Co., Ltd. and Hokuriku Electric Power

Company jointly developed an environment friendly electric double layer capacitor called EVerCAP for storage units.



Financial Overview For the financial year ended 31 March 2008, Nichicon sales increased by 0.7% to ¥119.5bn (US$1.2bn, 31 March 2008). In the field of automotive-related devices, the number of orders received for capacitors and module products increased as a result of the progress in electronic applications for automobiles including hybrid cars. The company recorded decreasing operating income of 31.5% to ¥4.61bn (US$46.48m) in 2008 from ¥6.7bn (US$56.99m) in 2007. Net income decreased 69.9% to ¥1.27bn (US$12.80m) during the year, compared to ¥4.2bn (US$35.96m) in 2007. Overseas sales decreased 0.7% year-on-year to ¥72.97bn (US$735.65m) in 2008. Overseas sales accounted for 61% of consolidated net sales, 0.9% less than in 2007. Sales in Japan increased 3% to ¥46.5bn (US$468.79m) in 2008 compared to ¥45.2bn (US$383.36m) in 2007. sales in America decreased 13.5% to ¥9.7bn (US$97.79m) from ¥11.2bn (US$94.99m) (31.12.2007), Europe sales increased 7.8% to ¥7.2bn (US$72.59m) from ¥6.7bn (US$56.82m) and Asia and others recorded increase of 0.8% to ¥55.9bn (US$563.56m) from ¥55.4bn (US$469.86m).

Year Net Sales ( ¥bn)

Operating Income (¥bn)

Net Income (¥bn)

R&D Expenditure

(¥bn)

No. of Employees

2008 119.56 4.61 1.27 3.34 5,437 2007 118.71 6.72 4.24 3.07 6,334 2006 106.87 6.04 4.08 2.85 5,846 2005 104 6.35 4.07 2.02 5,398 2004 100.84 4.61 2.19 2.21 4,587

Year Net

Sales (US$m)


Net Income, (US$m)

R&D Expenditure

(US$m)

No. of Employees

2008 1,205 46.48 12.80 33.6 5,437 2007 1,006 56.99 35.96 26 6,334 2006 909 51.38 34.70 24.24 5,846 2005 967.2 59.06 37.85 18.79 5,398 2004 954.8 43.65 20.74 20.93 4,587

Outlook The company has identified the future demand for environment friendly products and is working towards it. The demand for environment friendly cars will boost the company’s sales in the future. Nichicon has developed capacitors to cater to the hybrid vehicles market with the help of its research and development team. The company is also looking to be part of some of the large government projects making the best use of their technological advancement. This will help the company in its R&D activities which are its main focus. The company has established its manufacturing units in countries like Malaysia and China. This will help the company to capture the global market.



Nippon Chemi-Con

Capacitors

Address Nippon Chemi-Con Corporation. 5-6-4, Osaki Shinagawa-ku Tokyo 141-8605 Japan Tel: +81-3-5436-7711 Fax: +81-3-5436-7631 Internet: http://www.chemi-con.co.jp Senior Officers Ikuo Uchiyama, President Yuzo Shibata, Senior Executive Managing Director Junichi Suga, Executive Managing Director Hidenori Uchi, Executive Managing Director Atsushi Kanezaki, Director Satoshi Kikuchi, Director Yoshifumi Minegishi, Director Noriaki Kakizaki, Director Syuuichi Shiraishi, Director Products Aluminium electrolytic capacitors, multilayer ceramic capacitors, electric double layer capacitors Plants China (3), Indonesia, Japan (13), Malaysia, Korea (2), Taiwan, US (2). Sales Group: ¥143.2bn (US$1.44bn, 31 March 2008) (Year to 31.03.08) Employees Group: 7,098 (2008)

Nippon Chemi-Con (NCC) is a producer of electrolytic capacitors in Japan and today has the largest share of aluminium electrolytic capacitors market in the world. NCC is expanding into various other capacitor fields, especially the multilayer ceramic capacitor and electric double layer capacitor. NCC produces aluminium electrode foil which is a primary element of capacitors. The company also supplies this raw material to other capacitor makers. Sales of capacitors contribute 82% to the sales. In 2008, NCC had 28.3% of total sales from Japan, 6.7% from North America, 8.3% from Europe, and 56.7% from Asia and Others. Recent Developments Corporate Strategy NCC has kept a constant focus on the aluminium electrolytic capacitors as it caters to most of the important markets. The company has collaborated with all R&D departments to achieve links between material development capability, product development capability and facility development capability for the capacitors. NCC has launched a medium term management plan Q1 (Quality First) to optimise quality levels by anticipating future requirements and targets of zero defects. Divestments In July 2008, NCC dissolved its wholly owned subsidiary in Iware (Japan). New Product Developments NCC’s expenditure on research and development in 2008 increased by 5.1% to ¥3.74bn (US$37.3m, 31 March 2008) from ¥3.55bn (US$29.6m, 31 March 2007) in the previous year. • In May 2006, NCC developed an aluminium foil which reduced the capacitor

size by half. Financial Overview For the financial year ended 31 March 2008, NCC’s sales increased by 5.9% to ¥143.2bn (US$1.44bn, 31 March 2008). The company‘s operating income decreased 7.7% to ¥8.7bn (US$87.7m) in 2008 from ¥9.3bn (US$78.8m) in 2007. This was mainly due to increasing material prices and fall in selling price. Due to fast appreciation of the yen, the company recorded decrease in net income of 54.9% to ¥2.5bn (US$25.2m) during the year, compared with ¥5.5bn (US$46.6m). Overseas sales increased 11.8% year-on-year from ¥91.8bn (US$778.5m) in 2007 to ¥102.7bn (US$1bn). Overseas sales accounted for 71.7% of consolidated net sales. Sales in North America decreased 5.2% to ¥9.6bn (US$96.7m) from ¥10.1bn (US$85.6m, 31 December 2007), European sales increased 3.2% to ¥11.9bn (US$119.9m) from ¥11.5bn (US$97.5m) and Asia and others recorded the maximum increase in sales of 15.7% to ¥81.1bn (US$817.6m) from ¥70.1bn (US$594.5m).



Net Income (¥bn)

R&D Expenditure

(¥bn)

No. of Employees

2008 143.20 8.70 2.51 3.74 7,098 2007 135.10 9.43 5.57 3.55 6,935 2006 120.91 6.12 3.99 3.14 6,854 2005 105.71 4.71 2.65 3.10 6,278 2004 102.29 3.63 1.30 2.79 6,461

Year Net Sales Operating Net R&D No. of



(US$m) Income (US$m)

Income, (US$m)

Expenditure (US$m)

Employees

2008 1,443.6 87.7 25.3 37.7 7,098 2007 1,145.8 79.9 47.2 30.1 6,935 2006 1,028.4 52.0 33.9 26.7 6,854 2005 983.1 43.8 24.6 28.8 6,278 2004 968.5 34.3 12.3 26.4 6,461

Outlook NCC is focusing on developing the new divisions of multilayer ceramic capacitors and double layer capacitors, as they seem to be the upcoming fields in the market. The company’s R&D departments will be able to work with better efficiency with the collaboration. NCC’s investments in the high growth market of capacitors will spur future demand for its products.



Panasonic

Lithium-ion, nickel metal hydride batteries

Address Panasonic Corporation. 1006, Kadoma Kadoma City Osaka 571-8501 Japan Tel: +81-6-6908-1121 Fax: Internet: http://www.panasonic.net Panasonic EV Energy Co., Ltd. 20 Okasaki Kosai Shizuoka, 431-0422 Japan Internet: http://www.peve.jp Senior Officers Kunio Nakamura, Chairman Fumio Ohtsubo, President Koshi Kitadai, Executive Vice-President Kazuhiro Tsuga, Managing Executive Officer Products Lithium ion batteries, nickel metal hydride batteries Plants Automotive: Japan (3) Sales Group: ¥9,068.92bn (US$91.42bn, 31 March 2008) (Year to 31.03.08) Employees Group: 3,05,828 (2008) Subsidary: 1,800 (2008)

Panasonic Corporation divides its business in five main business segments, AVC Networks, Components & Devices, Home Appliances, PEW and PanaHome, and Other business segments. Panasonic EV is a joint-venture that caters to the hybrid market. The battery business is a part of the Component & Devices segment. The Energy Company formed in October 2008 is dedicated to battery business which caters to different battery customers. These batteries are used mainly for automotive electronic devices. Panasonic EV Energy Co., a joint-venture (JV) between Matsushita (Panasonic’s parent company) and Toyota was formed in December 1996 to develop nickel metal hydride (NiMH) batteries for electric vehicles (EV). The JV is already supplying battery packs to Toyota and Honda. A lot of innovations have been made by the company, the most recent of which is the lithium-ion battery to replace NiMH batteries in hybrid vehicles. The Components & Devices business contributes 13% to the total sales. This also includes other electronic devices. Recent Developments Corporate Strategy Panasonic has devised a mid-term managent plan called GP3 (Global Progress, Global Profit, Global Panasonic) for three years, initiated in April 2007. The company will also steadily implement initiatives focused on four major areas: double-digit growth for overseas sales, four strategic businesses (which include component and devices business), manufacturing innovation, and the eco ideas strategy. The company’s long term planning started in 1996 when the decision was made to team up with Toyota to manufacture batteries for EVs. Today the demand for EVs is increasing due to stricter emission laws coming into force. Constant R&D is been done in this field by the dedicated company Panasonic EV and the result is development of lithiuim-ion battery which are much more efficient than NiMH batteries. The company is establishing new plants for lithium-ion batteries which will cater to the Toyota hybrid cars. Investments • In January 2009, Panasonic EV held Ground Breaking Ceremony of its third

factory at Omori Plant, Shizuoka (Japan). The factory has shipped its first battery pack consignment for Toyota Camry Hybrid.

• In May 2008, Panasonic EV announced plans to open two new plants in Miyagi and Shizuoka (Japan) to produce nickel hydride and lithium-ion batteries respectively for Toyota’s hybrid cars. The company will invest ¥30bn (US$290m). Production would start in 2010.

New Product Developments Panasonic’s expenditure on research and development in 2008 decreased by 4% to ¥554.53bn (US$5.59bn, 31 March 2008) from ¥578.08bn (US$4.9bn, 31 March 2007) in the previous year. Financial Overview For the financial year ended 31 March 2008, Panasonic’s sales were almost on the same level as previous year. There was a slight decrease of 0.42% to ¥9,068.92bn (US$91.42bn, 31 March 2008). The company recorded an increase in operating income of 13% to ¥519.48bn (US$5.23bn) in 2008 from ¥459.54bn (US$3.89bn) in 2007. The company recorded a net income of 30% to ¥281.87bn (US$2.84bn) during the year compared with



¥217.18bn (US$1.84bn) in 2007. Overseas sales increased 1% to ¥4,524bn (US$45.6bn) from ¥4,492bn (US$38bn) in 2007. Sales in Japan decreased by 2% to ¥4,545bn (US$45.82bn) from ¥4,616bn (US$39.14bn) (31.12.2007). Sales in North and South America decreased 9% to ¥1,251bn (US$12.61bn) from ¥1,381bn (US$11.7bn), European sales were on the same level at ¥1,213bn (US$12.22bn) and Asia and others recorded an increase in sales of 9% to ¥2,060bn (US$20.76bn) from ¥1,893bn (US$16bn).



Net Income (¥bn)

R&D Expenditure

(¥bn)

No. of Employees

2008 9,068.92 519.48 281.87 554.53 3,05,828 2007 9,108.17 459.54 217.18 578.08 3,28,645 2006 8,894.32 414.27 154.41 564.78 3,34,402 2005 8,713.63 308.49 58.48 615.52 3,34,752 2004 7,479.74 195.49 42.14 579.23 2,90,493

Year Net

Sales (in $bn)

Operating Income (in $bn)

Net Income, (in $bn)

R&D Expenditure

(in $bn)

No. of Employees

2008 91.42 5.23 2.84 5.59 3,05,828 2007 77.24 3.89 1.84 4.90 3,28,645 2006 75.65 3.52 1.31 4.80 3,34,402 2005 81.04 2.86 543.9m 5.72 3,34,752 2004 70.82 1.85 399m 5.48 2,90,493

Outlook Panasonic aims to substantially increase sales with its newly formed mid-term management plan GP3. the company needs to determine the success of GP3 plan by fiscal year 2009 as 2008 sales were on the same level as fiscal 2007. A greater emphasis on R&D and new product development is expected to bring technological advancements in various segments. The Battery division will develop new batteries in the new plant set up to cater to the EV market. Demand for hybrid vehicles will increase due to the stricter emission norms coming into existence and people becoming more environmentally conscious.



Saft Batteries

Address Saft Group 12 rue Sadi Carnot 93170 Bagnolet France Tel: +33 1 4993 1918 Fax: +33 1 4993 1950 Internet: http://www.saftbatteries.com Senior Officers John Searle, Chairman & CEO Mary Ann Wright, CEO, Johnson Controls-Saft Advanced Power Solutions Xavier Delacroix, Director & General Manager Industrial Battery Group Dr Richard Doisneau, Chief Technology Officer Products Lithium-ion batteries, nickel cadmium batteries, nickel metal hydride batteries Plants France (JCS) Sales Group: €609.4m (US$859.09m) (Year to 31.12.08) Employees 4000 (2008)

Saft manufactures batteries including nickel-cadmium (Ni-Cd), rechargeable lithium-ion (Li-ion) and nickel-metal hydride (Ni-MH) batteries. Saft categorises its business in three divisions: Industrial Battery Group (generated 48% of 2008 net sales), Specialty Battery Group (40%) and Rechargeable Battery Systems (12%). Industrial Battery Group segment manufactures rechargeable lithium-ion batteries, nickel cadmium batteries and nickel metal hydride batteries which are used in hybrid electric vehicles besides other industries. Saft has 17 manufacturing sites worldwide and is present in 10 countries. Recent Developments Corporate strategy Saft automotive business is currently focused on developing batteries for the hybrid vehicles market through its joint-venture (JV) with Johnson Controls. The JV, named as JCS, was formed in January 2006 to develop solutions for hybrid and electric vehicles. . In February 2008, JCS set up a plant in Nersac (France) to produce lithium-ion batteries for hybrid vehicles There are further expansion plans for this facility. To cater to the increasing demand for hybrid vehicles, JCS collaborated with Maxwell technologies in April 2008 to develop lithium-ion automotive batteries. Additionally, JCS invested in Wisconsin (US) to get the benefit of the Bio Energy Grant awarded by the Wisconsin government. The grant was for the innovation and advancement of hybrid vehicle batteries which contributes to the state’s clean energy agenda. Saft has reviewed its operations and cost base. The company will merge Industrial battery group and Rechargeable battery systems by July 2009. The cost synergies to be put into effect will include elimination of duplicate production assets, and technical resource for nickel technologies will be merged. The synergies will be adopted by end of 2010. Raw materials would be obtained from low cost suppliers and there are plans to transfer final assembly plant of Special Battery Group to low cost countries. Joint-ventures • In April 2008, Johnson Controls-Saft (JCS) and Maxwell Technologies

established a development collaboration to evaluate the integration of Maxwell’s electrode process into the mass production of Saft’s lithium-ion batteries for hybrid vehicles.

• In January 2006, Saft and Johnson Controls established a joint-venture, Johnson Controls-Saft Advanced Power Solutions (JCS), to develop batteries for current and future generation hybrid electric vehicles (HEV) and electric vehicles (EV). The joint-venture is involved in production of nickel-metal hydride and lithium-ion batteries. With this joint-venture the company intends to become a leading supplier in North America for hybrid and electric vehicles. Johnson Controls has 51% stake and the remaining 49% stake is held by Saft.

Investments • In February 2008, JCS opened its first lithium-ion battery facility in Nersac

(France). The company invested €15m (US$22.3m, 1 February 2008) in the plant which is the world’s first lithium-ion battery manufacturing facility.

Contracts • In February 2009, JCS secured a contract from Ford to supply battery systems

for its plug-in hybrid electric vehicle (PHEV) which were tested on a fleet of 20 cars in June 2008. The PHEV will be introduced in 2012.

• In January 2009, JCS won a contract from Azure Dynamics to supply lithium-ion hybrid batteries for commercial trucks for North American market. The agreement is extended till 2014. The production will begin in fourth quarter of



2010. • In October 2008, JCS won a contract from BMW to supply lithium-ion

batteries for BMW’s 7 series ActiveHybrid car. This is the second lithium-ion production contract for JCS. The project will commence in 2010.

• In August 2008, JCS got second contract from United States Advanced Battery Consortium (USABC) valued at US$8.2mn to produce lithium-ion battery systems for PHEV. In 2006, JCS secured a 24-month contract from USABC to develop advanced, lithium-ion batteries for HEVs. USABC is a project run by United States Department of Energy, Daimler Chrysler, Ford and GM.

• In January 2008, JCS won a contract from Chery Automobile to supply nickel metal hydride batteries for its A5 ISG hybrid saloon. The cells for these batteries will be produced at Saft’s Nersac (France) plant.

• In January 2008, JCS won a contract to supply lithium-ion batteries for a demonstration fleet of new energy vehicles to SAIC Motor Corporation Ltd.

• In September 2007, JCS won a contract with Daimler to supply lithium-ion batteries for the Mercedes S Class 400 hybrid. The project will commence in June 2009.

• In January 2007, JCS was awarded an advanced battery development contract by GM to design and test lithium-ion batteries for use in the Saturn Vue Green Line plug- in hybrid SUV.

New Product Developments The company’s R&D expenditure was 5.6% of the company’s sales or €30.47m in financial year 2008 compared with 5.5% to €30m in 2007. In addition to the plant in Nersac, Johnson Controls-Saft has research and development centres in Milwaukee (US) and Bordeaux (France). Some of its recent developments include: • Saft has developed new advanced high energy lithium-ion battery systems

based on its VLE module, VL45E (45 Ah) and VL 41M (41 Ah) cells range. These cells are used in assembled battery systems which in turn are used in electronics and thermal management units. Saft has developed VH series nickel-metal hydride batteries that offer high power, constant voltage during discharge, long life cycle (over 500 charge discharge cycles) and are used in hybrid vehicles, electric vehicles, electric bicycles, scooters and wheelchairs.

• The company has also developed nickel cadmium and, lithium-ion batteries for electric bus applications and hybrid bus applications.

Financial Overview In the financial year ended 31 December 2008, Saft’s consolidated net sales increased by 4.9% to €609.4m (US$859m, 31 December 2008) compared with €600.5m (US$884.4m, 31 December 2007) in 2007. In the Industrial Battery Group, sales increased by 6.8% to €292.1m (US$411.7m) from €282.4m (US$415.9m) in 2007. The profits could be achieved due to control on the pricing. In Specialty Battery Group, sales increased by 6.7% to €240.8m (US$339.4m) compared with €334.7m (US$492.9m). This was possible due to strong performance in the civil market. For Rechargeable Battery Systems, sales declined by 6.8% to €76.5m (US$107.8m), over€83.4m (US$122.8m). The negative impact was due to the falling nickel price throughout the year.

Year Sales (€m) EBIT (€m) Net Income (€m) 2008 609.4 80.8 35.1 2007 600.5 68.4 26.9 2006 560.2 73.5 37.9 2005 566.2 85.7 34.9 2004 586.1 71.3 6.6

Year Sales (US$m) EBIT (US$m) Net Income

(US$m) 2008 859 113.9 49.4 2007 884.4 100.7 39.6 2006 739.6 97 50 2005 670.6 101.5 41.3 2004 799.6 97.2 9

Outlook Global demand for lithium batteries is expected to grow as hybrid vehicles become popular in response to increasing environmental awareness. Saft is positive about the demand for high energy advanced batteries in the future and expects growth in this segment.



In the future, the joint-venture between Saft and Johnson Control is expected to improve the market presence of Saft in hybrids. The recent opening of the world’s first lithium-ion batteries manufacturing facility and new hybrid contracts signed in 2006-2008 present the company with future growth opportunities. Furthermore, JCS has successfully acquired contracts from three continents between 2008-2009. This includes a second contract from USABC and a five-year contract from Azure Dynamics. JCS will also be working with State of Wisconsin on their clean energy plan in which JCS will get an incentive of US$500,000 for further innovation in hybrid vehicle batteries. JCS will also receive funds from the US and French government. The US will provide a stimulus package of US$2bn for advanced batteries and renewable energy storage. France will provide automotive industry aid package of €450mn (US$566.2mn, 19 February, 2009) in support of clean vehicles. All these are expected to boost the growth of the company in the area of batteries for hybrid vehicles.



Sanyo Batteries

Address Sanyo Electric Co Ltd 5-5, Keihan-Hondori 2-chome Moriguchi City, Osaka 570 8677 Japan Tel: +81 6 6991 1181 Fax: +81 6 6992 0009 Internet: http://www.sanyo.co.jp Senior Officers Seiichiro Sano, President Koichi Maeda, Executive Vice-President Kazuhiko Suruta, Executive Vice-President Kentaro Yamagishi, Executive Vice-President Mitsuru Honma, Vice-President Hidetoshi Arima, Vice-President Hiromoto Sekino, Vice-President Satoshi Inoue, Vice-President Osamu Kajikawa, Vice-President Hiroshi Ono, Vice-President Akira Kan, Vice-President Teruo Tabata, Vice-President Products Lithium ion & nickel metal hydride batteries Plants China, Japan, Mexico, Singapore, UK, USA Sales Group: ¥2,017.8bn (US$20.3bn, 31 March 2008) (Year to 31.03.08) Employees Group: 99,875 (2008)

Sanyo Electric is one of the leading suppliers of electronic products. The company’s product portfolio includes consumer electronic appliances, audio & video equipment, batteries and home appliances. The company supplies electronic components such as navigation systems and rechargeable batteries to the automotive sector. Sanyo organises its operations into four segments: Consumer (generated 37.5% of 2008 sales), Components (47.2%) Commercial (13%) and Others (2.3%). The Components division manufactures lithium-ion batteries and nickel-metal hydride (Ni-MH) batteries and other commercial rechargeable batteries for various markets. Apart from rechargeable batteries, the division also manufactures capacitors, motors, optical pick ups, semiconductors and solar cells. Sanyo and Panasonic have an agreement of Capital and Business Alliance which was taken in December 2008. Sanyo will become a subsidiary of Panasonic. Decisions are pending as Panasonic is seeking antitrust approval from all the 11 countries where Sanyo is operational. In 2008, the company generated 36.8% of net sales from Japan, 35.3% from Asia, 12.8% from North America, 11.9% from Europe and 3.2% from rest of the world. Its major automotive customers include Chrysler, Daimler, Ford, Honda and Volkswagen. Recent Developments Corporate strategy In November 2007, Sanyo developed a new mid-term business strategy which will guide it from April 2008 to March 2010. The plan aims to achieve an operating income of ¥100bn and net sales of ¥2,380bn by the end of financial year 2010. Sales target for energy business area is set at approximately ¥610bn till 2010. In the new three year mid-term plan from 2009-2010, the company plans to make a record-scale capital investment of ¥360bn (US$3.6bn), 70% of which would be put into component business. This includes investment of ¥125bn (US$1.2bn) for rechargeable battery business. The plan has been made keeping the goal of financial year 2010 in mind. The company is teaming up with OEMs for the development of battery systems for hybrid electric vehicles (HEVs). Sanyo has signed an agreement with Volkswagen to jointly develop nickel-metal hydride HEV battery systems. In the rechargeable batteries segment, Sanyo is focusing on lithium-ion batteries with an aim to increase its production and sales. The company collaborated with Volkswagen in May 2008 to produce lithium-ion batteries. The new plant at Tokushima will contribute ten million cells per month by 2015 to the increasing demand of lithium-ion battery systems for HEV. The company plans to invest ¥80bn (US$771.2mn) to develop a new plant for lithium-ion battery for HEV business by 2015. A new plant location will be chosen according to the infrastructure which provides appropriate production logistics and human resources. The new initiative is to create a new customer base by fiscal year 2010. ‘Think GAIA’ is the brand vision of the company used to accelerate development of next generation rechargeable batteries which would cater to HEV as well as plug-in hybrid electric vehicle (PHEV). The vision also contributes to the corporate social responsibility of the company, as it talks about providing environmental friendly global energy solutions. Joint-ventures • In May 2008, Sanyo and Volkswagen entered into second agreement to start

co-development of next generation lithium-ion battery systems for HEVs. In



January 2006, Sanyo and Volkswagen entered into an agreement to start co-development of the next generation of Ni-MH battery systems for hybrid electric vehicles.

Investments • In March 2009, Sanyo completed construction of mass production line for

lithium-ion batteries for HEV at its Tokushima plant. This production capacity would be able to cater to 15,000 to 20,000 cars per year.

Divestments • In December 2008, Sanyo agreed to Panasonic Capital and Business Alliance

agreement. Panasonic declared in March 2009 that it plans to sell bonds worth ¥400bn (US$4.1bn) to acquire Sanyo as the subsidiary. The total deal will be of ¥806.7bn (US$9.1bn). Panasonic requires approval from antitrust clearance from 11 countries where Sanyo is operational which would delay the acquisition till May 2009.

Contracts • In 2004, Sanyo entered into an agreement with Daimler to develop batteries

for Mercedes gasoline hybrid cars. • In 2004, Sanyo commenced supplies of Ni-MH for the 2005 Honda Accord

hybrid model in the North American market. Sanyo delivers over 20,000 batteries to Honda for this program annually.

New Product Developments In the financial year 2008, Sanyo’s expenditure on research and development was ¥71.7bn (US$722.8mn), a decrease from ¥90bn (US$763.3mn) in the previous year. In hybrids, the company is developing rechargeable batteries for hybrid electric vehicles and their control systems. They will supply plug-in hybrid electric vehicles battery systems by 2011. Financial Overview Sanyo’s sales increased 7.2% in the financial year ended 31 March 2008 to ¥2,017.8bn (US$20.3bn) compared with ¥1,882.6bn (US$15.9bn) in the preceding year. Sales decreased in Japan by 4.7% to ¥742.5bn (US$7.4bn). However, in the overseas Component division sales increased by 7% to ¥953.2bn (US$9.6bn). The company reported an operating profit of ¥76.1bn (US$767.2m) compared with ¥42.6bn (US$361.3m) in the previous fiscal. It recorded a net income of ¥28.7bn (US$289.3m) as opposed to a loss of ¥45.3bn (US$384.2bn) in 2007 as its income tax liability decreased 25.6% to ¥28.5bn (US$241.7m). In the first nine months ended 31 December 2008, Sanyo reported a decline of 6.4% in sales to ¥1,434.2bn (US$15.8bn). Sales declined in Japan 5% to ¥528.8bn (US$5.8bn) and Overseas sales decline 7.3% to ¥905.4bn (US$10bn). Operating income declined to ¥30.8bn (US$340.8m) compared with ¥55.9bn (US$498mn) of previous year due to appreciation of the Japanese yen and surge in raw materials prices. The company posted a net loss of ¥18.3bn (US$202.5m) compared with a net loss of ¥28.7bn (US$255.6m) in the period 2007. In the Component division, sales decreased 7.5% to ¥669.4bn (US$7.4bn). For the year ending 31 March 2009, the company forecasts decrease in sales by 12.7% to ¥1,760bn compared with net sales of ¥2,017.8bn (US$20.3bn) for the year ended 31 March 2008. Net loss is been forecasted aat ¥90bn for the year ended 31 March 2008.

Year Sales (¥bn)


Net income (¥bn)

R&D Expenditure

(¥bn)

No. of Employees

2008 2,017.8 76.1 28.7 71.7 99,875 2007 1,882.6 42.6 (45.3) 90 94,906 2006 2,031.6 (35.9) (205.7) 94.2 106,389 2005 2,089.7 4.8 (171.5) 114.1 96,023 2004 2,118 59.1 13.4 123.3 82,337

Year Sales

(US$bn) Operating

Income (US$m)

Net income (US$m)

R&D Expenditure

(US$bn)

No. of Employees



2008 20.3 767.2 289.3 0.72 99875 2007 15.9 361.3 (384.2) 0.76 94,906 2006 17.2 (305.3) (1,749.7) 0.8 106,389 2005 19.4 44.6 (1,595.0) 1.06 96,023 2004 20 559.6 126.8 1.16 82,337

Outlook Sanyo has set a long-term goal of securing 50% of the global market share for hybrid vehicle batteries by 2010. In the future, the company aims to capitalise on its technical know-how and to develop the next generation of Ni-MH batteries for new hybrid electric vehicles. Its collaboration with Volkswagen is not only expected to increase its product development capability but also provide it with access to the European market. The company has taken a step towards its contribution to the increasing demand of hybrid vehicle batteries. It has once again collaborated with Volkswagen to produce lithium-ion battery systems which would cater to 15,000 to 20,000 hybrid cars per year. The company also plans to supply plug-in hybrid electric vehicle (PHEV) batteries till 2011 as they sense a great demand for PHEVs. The Capital and Business agreement between Sanyo and Panasonic, completed by May 2009, adds to the capital expenditure that the company is planning. The company will have to concentrate on its new-mid term plan as the forecasts for fiscal year 2008 show a substantial decrease in net sales. This is mainly due to the global crisis especially in US market. The decline can be observed from the fourth quarter of the year ending 31 March 2009.



SK Energy Batteries

Address SK Energy 99, Seorin-Dong Jongro-Gu 110-110 Korea Tel: 82-02-2121-5114 Fax: 82-02-2121-7001 Internet: http://eng.skenergy.com/ Senior Officers Tae Won Chey, Chairman & CEO Heon-Cheol Shin, Vice-Chairman & CEO Products Lithium-ion polymer batteries Plants Korea Sales Group: KRW45,745bn (US$36.34bn, 31 December 2008) (Year to 31.12.2008) Employees Group: 5,664 (January 2008)

In July 2007, SK Corporation was split into a holding company structure, comprising SK Holdings and SK Energy. SK Energy focuses on its core energy business. SK Energy is a leading energy and petrochemical company. The company is aiming to supply batteries for hybrid cars and is currently testing hybrid car models before they penetrate the market in 2010. SK Energy is the third company which developed lithium cells in 2005. Recent Developments Corporate Strategy The company has shipped its samples to two automobile manufacturers in Korea. Additionally, SK Energy provided lithium-ion polymer batteries to Toyota. With this success, the company plans to compete with the Japanese rivals in the global hybrid car battery market. In March 2007, the company planned to commercialise it within two or three years while pushing for co-operation with more than 10 research institutions in the US and abroad to improve its functions. Contracts In November 2008, the Ministry of Knowledge Economy revealed that two project contracts were concluded between Hyundai motor and three battery producers: SK Energy, LG Chemical and SB LiMotive to develop plug-in hybrid electric vehicle (PHEV) battery systems. The three battery suppliers are to compete to develop 16km and 32km PHEV battery systems. LG Chemical and SK Energy participated in a 16km development project, where the results will be evaluated after three years to select a final developer to produce a 16km PHEV battery system with additional two-year support. SK Energy planned to invest KRW159bn (US$115m, 23 October 2008) to expand the production of lithium-ion battery parts. The investment span period is expected to be over by April 2010. The company will operate four major manufacturing facilities to produce lithium-ion polymer batteries by 2010. If the deemed plan proceeds as scheduled then the company will have 20% of the world market share. Financial Overview For the financial year ended 31 December 2008, the company reported growth of 65% in sales to KRW45,745bn (US$36.34bn) compared to KRW27,788.4bn (US$29.73bn) the corresponding period of 2007. SK Energy reported increase in operating profit by 31% from KRW1,479.5bn (US$1.58bn) in 2007 to KRW 1,933.4bn (US$1.53bn) in 2008. The company witnessed a loss of 39% in pre-tax income from KRW1,635.6bn (US$1.75bn) in 2007 to KRW 992bn (US$788m) in 2008. Outlook Overall, SK Energy seeks future growth by advancing technology and aggressively marketing its product line to expand its market share.



TDK Capacitors

Address TDK Corporation 1-13-1, Nihonbashi, Chuo-ku, Tokyo 103-8272 Japan Tel: +81 5201 7102 Fax: +81 5201 7114 Internet: http://www.tdk.co.jp Senior Officers Hajime Sawabe, Chairman & CEO Takehiro Kamigama, President & COO Shinji Yoko, Senior Vice-President Takeshi Nomura, Senior Vice-President Takaya Ishigaki, Senior Vice-President, General Manager, Capacitors Business Group. Minoru Takahashi, Senior Vice-President Seiji Enami, Director Raymond Leung, Senior Vice-President Shiro Nomi, Senior Vice-President Shinichi Araya, Senior Vice-President Takeo Suzuki Senior Vice-President Products Ceramic capacitors Plants Group: Germany, Hungary, Japan (11), Korea (4), Taiwan (4), US (5) Capacitors: Japan (3) Sales Group: ¥866.2bn (US$8.73bn, 31 March, 2008) (Year to 31.03.08) Employees Group: 60,212 (31.03.2008)

TDK Corporation is a leading manufacturer of electronic components, which include electronic media, ferrite products, recording devices, hard disk drives and other components. In the hybrid electric vehicle segment, the company provides capacitors for battery control units. TDK organises its business in two main segments: Electronic Materials and Components (94.4% of 2008 sales) and Recording Media (5.6%). Electronic Materials and Components division is further divided into four segments: • Electronic Materials (capacitors), Ferrite Cores and Magnets • Electronic Devices (inductive devices), DC-AC inverters, DC-DC converters

and other high frequency components • Recording device manufacturing (HDD) • Other electronic component segment (electroluminescent (EL) displays and

equipment) In 2008, TDK had 17.6% of total sales from Japan, 11.1% from Americas, 6.8% from Europe and 64.5% from Asia & Others. Recent Developments Corporate strategy The company is concentrating mainly on the electronics materials and components sector. TDK has made an acquisition in this segment, EPCOS AG will be operating as TDK’s subsidiary and the existing components business of TDK will be diverted to the new subsidiary. This will strengthen its electronic materials and components business. TDK has also been expanding its overseas production. The company’s overseas sales now account for more than 80% of the net sales. The company considers capacitors as one of the key drivers in the electronics material segment. The demand for the same was high this fiscal year which the company was unable to meet. The company plans to build a new plant for capacitors commencing from March 2009 to meet the demand in the coming years. The company is developing DC-DC converters for electric vehicles and highly durable heat-resistant multilayer ceramic chip capacitors. In the past the company has developed high efficiency DC-DC converters for hybrid electric cars help to reduce the power loss. Acquisitions • In October 2008, TDK acquired Germany based EPCOS AG as a subsidary.

The company owns 94.35% shares of EPCOS. After the Annual General Meeting in June 2009 TDK will merging its component business with EPCOS under a new company name TDK EP Components KK.

New Product Developments: In 2008, R&D expenditures rose 14.6% year- on- year to ¥57.3bn (US$577.6m), 6.6% of net sales. In the area of hybrids the company is focusing its R&D activities to develop converters & inverters for hybrid electric cars. Financial Overview TDK posted consolidated net sales of ¥866.2bn (US$8.73bn, 31 March 2008), up 0.5% from ¥862bn (US$7.31bn, 31 March 2007). Operating income rose 9.5% from ¥79.5bn (US$675.11m) to ¥87.1bn (US$878.1m). Net income climbed 1.9% from ¥70.12bn (US$424.1m) to ¥71.4bn (US$719.8m). Overseas sales increased 3.4% year-on-year from ¥690.6bn (US$6.42bn) in 2007 to ¥714.1bn (US$7.1bn). Overseas sales accounted for 82.4% of consolidated net sales. Sales in Japan decreased by 1.7%, while the operating income increased by 12.7%. In Americas sales decreased 7.6% while operating income rose 0.5%. Europe sales decreased 35.5% . Asia and others recorded the maximum increase in



sales of 11% and increase in operating income of 6.9%. For the nine-month period ended 31 December, 2008, net sales decreased 10.6%, to ¥588.3bn (US$6.5bn) compared with the same period the previous year. Operating income decreased 87.4%, to ¥9.2bn (US$101.8m), while TDK registered a net loss of ¥2.4bn (US$26.5m) from ¥56.3bn (US$501.5m) in 2007.

Outlook TDK has improved its profitability every year since 2003. The company is striving to consolidate its position in the market. TDK’s capacitor sales remained flat this fiscal year, but with the new plant commencing in March 2009 and the new acquisition of EPCOS AG, this will help company to increase the profitability in the electronics material and component segment. Overall sales did not increase significantly but the amount of investment the company has made to strengthen its core electronic component business may prove to be profitable for the next financial year. The increasing demand for capacitors as the hybrid market is increasing will add to the existing 94.4% share of the net sales for electronics materials and component business.

Year Sales (¥bn)


Net Income (¥bn)

R&D Expenditure

(¥bn)

No. of Employees

2008 866.28 87.17 71.46 57.38 60,212 2007 862.02 79.59 70.12 50.1 51,614 2006 795.18 60.52 44.10 45.52 53,923 2005 657.85 59.83 33.30 36.34 37,115 2004 655.79 56.51 42.10 32.94 36,804

Year Sales (US$bn)


Net Income (US$m)

R&D Expenditure

(US$m)

No. of Employees

2008 8.73 878.8 720.4 578.4 60,212 2007 7.31 675.0 594.7 424.9 51,614 2006 6.76 514.4 374.8 386.9 53,923 2005 6.11 556.4 309.7 338 37,115 2004 6.09 525.6 391.5 306.3 36,804



Valence

Battery modules

Address Valence Technology 12303 Technology Blvd. Suite 950 Austin, Texas 78727 US Tel: +512-527-2900 Fax: +512-527-2910 Internet: http://www.valence.com Senior Officers Robert L. Kanode, President & Chief Executive Officer Joel Sandahl, Senior Vice-President, Engineering Khoon Cheng, Chief Technology Officer Products Lithium iron magnesium phosphate battery modules Plants China (2) Sales Group: US$20.77m (Year to 31.03.08) Employees Group: 490 (June 2008)

Valence Technology was the first company to commercialise lithium phosphate technology for the energy storage industry. The company also offers other products such as cathode powder and materials. Valence’s main sales are generated through the automotive industry. The company caters to electric vehicles ranging from hybrid cars to commerical electric vehicles. Valence’s lithium iron magnesium phosphate technology is one step ahead of the existing lithium-ion battery currently used for hybrid vehicles. Some of Valenc’s customers are Smith Electric Vehicles, Enova, Segway and Energy CS. In 2008, Valence’s international sales amounted to 24% of the total sales. Recent Developments Corporate Strategy The company has divided its strategy into three phases. The second phase focuses on the automotive hybrid market. It is developing new products, such as Epoch, an intelligent energy source storage system targeted at the electric vehicle (EV) and plug-in hybrid electric vehicle (PHEV) markets. The third phaseis focusing on the cathode business of the company. The company will be working towards the development of lithium vanadium phosphate (LVP) and lithium vanadium phosphate fluoride (LVPF). These products target the automotive, industrial, UPS, aerospace, telecommunications and military markets. The company produces these products at its wholly owned subsidaries in China and with the help of contract manufacturers which helps the company to protect its intellectual property and control operations management. Joint-Ventures • In June 2007, Valence and Tianjin Lishen Battery Joint Stock Co., Ltd.

formed a licence agreement to share technology of lithium phosphate cells and intelligent lithium phosphate packs.

Investments • In April 2009, Valence announced plans to open a new two million ft2 plant in

Central Texas (US) to produce lithium iron magnesium phosphate batteries. The investment amount would be around US$760m. The company is waiting for a loan approval of US$608m in low interest from US Department of Energy's Advanced Technology Vehicles Manufacturing Incentive Program (ATVMIP), a federal program formed for the development of next-generation cars and trucks to complete the deal. The production is anticipated to start by 2011 on early approval of loan. The facility will have capacity to provide batteries to 250,000 hybrid vehicles anually.

• In March 2008, the company announced plans to expand its existing manufacturing capacity of lithium phosphate energy storage systems between US$35m to US$50m by March 2009.

Contracts • In December 2008, Valence won a multi-year contrat from PVI to supply

lithium phosphate battery systems and engineering support for four commercial electric vehicle platforms.

• In February 2008, Valence won a contract to supply an additional 600 lithium phosphate energy storage systems to OEMtek to convert Toyota Prius hybrid vehicle into a PHEV.

• In February 2008, the company won a contract from The Tanfield Group Plc to supply lithium phosphate energy storage system for commercial electric vehicles. Tanfield will be the first customer to use lithium phosphate epoch technology.

• In October 2006, Enova Systems chose Valence as the supplier of U-charge and Shaphion phosphate technology for its recently won contract to supply



energy storage systems for 21 hybrid school buses in 11 states. New Product Developments Valence’s expenditure on research and development, in financial year 2008 decreased by 1% to US$3.67m compared with US$3.7m in 2007. The year-on-year decrease in research and development expenditure was due to cessation of process development work in Northern Ireland facility and reductions in research headcount, temporary staff, consulting expenses and material costs in Las Vegas, Nevada (US) facility. • In November 2007, Valence launched a new technology called Epoch. It is an

advancement in the already existing phosphate based lithium-ion battery with more efficient output for hybrid vehicles.

Financial Overview For the financial year ended 31 March 2008, Valence’s sales increased by 25% to US$20.77m. Operating loss decreased 12% to US$14.35m in 2008 from US$16.21m in 2007, this was mainly due to increase in sales and focus on expense reductions throughout the year. The company recorded a decrease in net loss of 13% to US$19.44m during the year, compared with US$22.25m in 2007. Overseas sales increased 138% year-on-year from US$2m in 2007 to US$4.9m.

Year Net Sales ( US$m)


Net Income (US$m)

R&D Expenditure

(US$m)

No. of Employees

2008 20.77 (14.35) (19.44) 3.67 490 2007 16.67 (16.21) (22.25) 3.7 311 2006 17.21 (27.64) (32.72) 5.11 419 2005 10.66 (27.75) (31.43) 7.68 423 2004 9.44 (51.13) (54.95) 8.63 260

Outlook The company is looking to the emerging market of hybrid vehicles for its future growth. It has prepared itself for the future demand by working on new technology for vehicles. The company has been generating good sales year-on-year, but has incurred an operating loss and net loss. It has however been able to reduce the loss to some extent by controlling the expenses and increasing sales. Automotive industry is the main business area of Valence. But looking at the global crisis affecting the industry, the company might not be able to gain much from the industry in the coming financial year. Full adoption of the hybrid vehicles, expected in 2010, might take longer, as the hybrid vehicles are more costly than normal vehicles. The company is also looking to the lithium phosphate sector as it has already developed products which would cater to this market and is looking for an opportunity to position itself in various industries, such as automotive, aerospace, industrial and military with the help of these products.



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Company Guangxi Wuzhou Sunwatt Battery Co.,Ltd. Address No.13,Xidi 2Nd Road, Wuzhou, Guangxi, China

Phone +86 774 3860068 Fax +86 774 3828315 Contact Jin Quan Wen Email [email protected] Website www.sunwatt.com Product Category Power Storage System Components Products Batteries

Company Guangzhou Shi Nanfang Guangyuan Super Energy Battery Ltd Address 138 Shiyu Road, Yuwotou, Panyu, China

Phone +86 20 84913299 Fax +86 20 84912018 Email wangzl@chinese‐battery.com Product Category Power Storage System Components Products Batteries

Company Hangzhou Huitong Industry Co., Ltd Address F8 B Block, Nan Bei Business Bldg, No.69, Wenzhou, Gongshu, Hangzhou, China

Phone +86 571 28802677 Fax +86 571 88315408 Contact Jin Kang Yuan Product Category Power Storage System Components Products Batteries

Company Hitachi Automotive Systems, Ltd Address Shin‐Otemachi Building, 2‐1, Otemachi 2‐Chome, Chiyoda‐Ku, Tokyo, 100‐0004, Japan

Phone +81 3 3258 1111 Contact Setsuko Minamikawa Email [email protected] Website www.hitachi.com Product Category Power Storage System Components Products Litium‐Ion Batteries



Company Icon Batteries Industries Address 205, Sasco Bhawan, Azadpur Complex, Azadpur, New Delhi, 110033, India

Phone +91 11 27673107 Fax +91 11 27671507 Contact Sanjay Agarwal Email [email protected] Website www.iconbatteries.com Product Category Power Storage System Components Products Batteries

Company Inci Aku San Ve Tic. A.S. Address Organize Sanayi Bφlgesi 2., Kısım, Manisa, 45030, Turkey

Phone +90 236 2332510 Fax +90 236 2332513 Contact Φzgόr Abaci Email [email protected] Website www.inciaku.com Product Category Power Storage System Components Products Batteries

Company International Battery Company Srl Address Corso Carlo E Nello Rosselli, 175/A, Torino, 10141, Italy

Phone +39 11 3851612 Fax +39 11 3852354 Contact Almondo Luca Email [email protected] Website www.ibcbattery.com Product Category Power Storage System Components Products Batteries



Company Interstate Batteries Address 12770 Merit Drive, Suite 400, Dallas, Texas, 75251, United States

Phone +1 866 842 5468 Fax +1 972 458 8288 Contact Matt Dibona Email [email protected] Website www.interstatebatteries.com Product Category Power Storage System Components Products Batteries

Company Jeol Ltd Address 1‐2, Musashino 3‐Chome, Akishima, Tokyo, 196‐8558, Japan

Phone +81 42 543 1111 Fax +81 42 546 3353 Contact Yoshiyasu Harada Email [email protected] Website www.jeol.co.jp Product Category Power Storage System Components Products Batteries

Company Johnson Controls Gmbh Address Pod Gradom 1, Slovenj Gradec, 2380, Slovenia

Phone +386 2 88 24 500 Fax +386 2 88 42 770 Contact Andrej Cafuta Email jcntu.asg‐[email protected] Website www.jci.com Product Category Power Storage System Components Products Lead Acid Batteries

Company Johnson Controls Inc Automotive Systems Group Address 49200 Halyard Drive, Plymouth, Michigan, 48170, United States

Phone +1 734 254 5735 Contact Debra Lacey Email [email protected] Website www.jci.com Product Category Power Storage System Components Products Lead Acid Batteries



Company Johnson Controls International Spol.S.R.O. Address Budějovickα 5, Praha 4, 140 00, Czech Republic

Phone +420 261 122 929 Fax +420 261 122 950 Contact Petr Buchar Email [email protected] Website www.jci.com Product Category Power Storage System Components Products Lead Acid Batteries

Company Johnson Controls Romania Address 10‐Th Ion Roata Str, 4‐Th District, Bucharest, 40332, Romania

Phone +40 21 3304047 Fax +40 21 3301250 Contact Maria Chera Email [email protected] Website www.jci.com Product Category Power Storage System Components Products Lead Acid Batteries

Company Johnson Industries Address 5757 N. Green Bay Avenue, Glendale, Wisconsin, 53204, United States

Phone +1 414 524 1200 Contact Gregg M. Sherrill Email [email protected] Website www.jci.com Product Category Power Storage System Components Products Lead Acid Batteries

Company Lg Chem Address Lg Twin Towers 20, Yeouido‐Dong, Yeongdeungpo‐Gu, Seoul, 150‐721, Korea

Phone +82 2 3777 1114 Contact Youngjoon Shin Email [email protected] Website www.lgchem.com Product Category Power Storage System Components Products Rechargable Batteries



Company Lithium Technology Corporation Address 5115 Campus Drive, Plymouth Meeting, Pennsylvania, 19462, United States

Phone +1 610 940 6090 Fax +1 610 940 6093 Contact Theo Kremers Email [email protected] Website www.lithiumtech.com Product Category Power Storage System Components Products Lithium Batteries

Company Loxa Sp. Z O.O. Address Ul. Myszkowska 61, Żarki, 42‐310, Poland

Phone +48 34 3161096 Fax +48 34 3161097 Contact Marcin Jakiesz Email [email protected] Website www.loxa.pl Product Category Power Storage System Components Products Batteries

Company Ls Corporation Address #609 Gyemyung B/D, 201‐28 Sungin‐Dong, Jongro‐Gu, Seoul, 110‐825, Korea

Phone +82 2 22526783 Fax +82 2 22384803 Product Category Power Storage System Components Products Ultracapacitor

Company Maan Shyang Enterprises Co. Ltd Address 156‐1 Fuh An Village, Ah Lien Hsiang, Kaohsiung Hsien, Taiwan

Phone +886 7 633 1161 Fax +886 7 633 1746 Contact Sam S. Shih Email [email protected] Website www.msbattery.com.tw Product Category Power Storage System Components Products Batteries



Company Maxwell Technologies Address 9244 Balboa Avenue, San Diego, California, 92123, United States

Phone +1 858 503 3300 Fax +1 858 503 3301 Contact Marty Lanning Email [email protected] Website www.maxwell.com Product Category Power Storage System Components Products Storage Solutions Combining Li‐Ion Batteries

Company Metair Investments Limited Address Wesco House, 10 Anerley Road, Parktown, 2132, South Africa

Phone +27 11 646 3011 Fax +27 11 646 3102 Contact T. Loock Email [email protected] Website www.metair.co.za Product Category Power Storage System Components Products Lead Acid Batteries

Company Microlite, S.A. Address Avda Engenheiro Luis Carlos Berrini 1681, 12 Andar, Brooklin Novo, Sγo Paulo, 04571‐111, Brazil

Phone +55 11 2147 2111 Fax +55 11 2147 2185 Contact Luis Carlos Sambo Product Category Power Storage System Components Products Batteries

Company Midac S.P.A. Address Via A.Volta,2 ‐ Z.I, Soave, Verona, 37038, Italy

Phone +39 45 6132132 Fax +39 45 6132133 Contact Stefano Bovo Email [email protected] Website www.midacbatteries.com Product Category Power Storage System Components Products Batteries



Company Moc Products Co., Inc Address 12300 Montague Street, Pacoima, California, 91331, United States

Phone +1 818 896 2258 Fax +1 818 896 3760 Contact Michael Camacho Email [email protected] Website www.mocproducts.com Product Category Power Storage System Components Products Batteries

Company Monbat Plc Address 102 Bulgaria Blvd, Bc Belisimo, Floor 7, Sofia, 1680, Bulgaria

Phone +359 2 962 11 50 Fax +359 2 962 11 46 Contact Atanas Bobokov Email [email protected] Website www.monbat.com Product Category Power Storage System Components Products Lead Acid Batteries

Company Munja D.D. Address Žitnjak Bb, Zagreb, HR‐10000, Croatia

Phone +385 12 407 722 Fax +385 12 404 416 Contact Ivan Miloloža Email [email protected] Website www.munja.hr Product Category Power Storage System Components Products Batteries

Company Mutlu Akό Ve Malzemeleri San. A.S. Address Akfırat Beldesi, Tepeφren Mahallesi, Eski Ankara Yolu άzeri, Tuzla, Istanbul, 34959, Turkey

Phone +90 216 3041590 Fax +90 216 304 18 70 Contact Attila Turker Email [email protected] Website www.mutlu.com.tr Product Category Power Storage System Components Products Starter Series Batteries



Company Nec Tokin Corporation Address Chiyoda First Bldg., 8‐1, Nishi‐Kanda 3‐Chome, Chiyoda‐Ku, Tokyo, 101‐8362, Japan

Phone +81 3 3515 9222 Fax +81 3 3515 9223 Contact Masakazu Okabe Email edsol@nec‐tokin.com Website www.nec‐tokin.com Product Category Power Storage System Components Products Lithium Ion Rechargeable Battery

Company Nesscap Co., Ltd Address 750‐8 Gomae‐Dong, Giheung‐Gu, Yongin‐Si, Gyeonggi‐Do, Korea

Phone +82 31 289 0721 7 Fax +82 31 286 6767 8 Email [email protected] Website www.nesscap.com Product Category Power Storage System Components Products Electric Double Layer Capacitor, Pseudocapacitor

Company Nichicon Corporation Address Karasumadori Oike‐Agaru, Nakagyo‐Ku, Kyoto, 604‐0845, Japan

Phone +81 75 231 8461 Fax +81 75 231 4158 Contact Ippei Takeda Email [email protected] Website www.nichicon.co.jp Product Category Power Storage System Components Products Capacitors

Company Nipponchemi Address 9801 West Higgins Road, Rosemont, Illinois, 60018, United States

Phone +1 847 696 2000 Fax +1 847 696 9278 Email info@chemi‐con.com Website www.chemi‐con.com Product Category Power Storage System Components Products Aluminium Electrolytic Capacitors, Multilayer Ceramic Capacitors, Electric Double Layer Capacitors



Company Nirou Gostaran Khorasan Co. Address Unit 5, 5Th Floor, Sarv Bldg, Corner Of Shahrdari Blvd, West Sarv St, Sa'Adat Abad, Tehran, Iran

Phone +98 21 2358400 Fax +98 21 2352661 Contact Sayed Mahmoud Nourbakhsh Email [email protected] Product Category Power Storage System Components Products Batteries

Company Nirugostaran Khorasan Address 17Th Km Kalat Road, Mashad, Khorasan Razavi, Iran

Phone +98 511 2625002 Fax +98 511 2625004 Contact Zeynab Fallah Email [email protected] Website www.ngkh.com Product Category Power Storage System Components Products Car Starter Battery, Lead Acid Battery

Company Optima Batteries, Inc. Address X‐33 Optima Batteries, 5757 N. Green Bay Ave, Milwaukee, Wisconsin, 53209, United States

Phone Fax +1 414 524 3210 Contact Randy Hively Email [email protected] Website www.optimabatteries.com Product Category Power Storage System Components

Company Oriental And Motolite Corp Address Ramcar Center 80‐82 Roces Ave, Diliman, Quezon, Philippines

Phone +63 2 370 1000 Fax +63 2 370 1671 Contact Irving C. Guerrero Email [email protected] Website www.motolite.com Product Category Power Storage System Components Products Lead Acid Batteries



Company P.T. Gemala Battery (P.T. Gb) Address Jl. Panglima Polim Raya No. 19A, Jakarta, 12160, Indonesia

Phone +62 21 440 3066 Fax +62 21 440 1763 Email [email protected] Product Category Power Storage System Components Products Batteries

Company P.T. Yuasa Battery Indonesia Address Jl. M.H.Thamrin, P.O. Box 493, Tangerang, 15000, Indonesia

Phone +62 21 55 757 205 Fax +62 21 55 757 193 Contact Tsuguo Nasu Email [email protected] Website www.yuasa‐battery.co.id Product Category Power Storage System Components Products Batteries

Company Panasonic Corporation Of North America Address 5201 Tollview Drive, 1F‐3, Rolling Meadows, Illinois, 60008, United States

Phone +1 877 726 2228 Fax +1 847 637 4660 Email [email protected] Website www.panasonic.com Product Category Power Storage System Components Products Lithium Ion, Nickel Metal Hydride Batteries, Rechargeable Lithium Ion Batteries

Company Panasonic Ev Energy Co., Ltd. Address 20 Okasaki, Kosai, Shizuoka, 431‐0422, Japan

Phone +81 53 577 3111 Website www.peve.jp Product Category Power Storage System Components Products Nickel‐Metal Hydride Rechargeable Batteries



Company Panther‐Batterien Gmbh Address In Den Wiesen 2, Holdorf, 49451, Germany

Phone +49 5494 980 58 0 Fax +49 5494 980 58 58 Contact Andreas Lohmann Email lohmann@panther‐batterien.de Website www.panther‐batterien.de Product Category Power Storage System Components Products Batteries

Company Pt. Century Batteries Indonesia Address Jl. Raya Bekasi Km. 25, Cakung, Jakarta, 13960, Indonesia

Phone +62 21 4600880 Fax +62 21 4601068 Contact H. Edi Wibowo Product Category Power Storage System Components Products Batteries

Company Pt. Nipress Tbk Address Jl. Raya Narogong Km.26, Cileungsi Bogor, Jawa Barat, 16820, Indonesia

Phone +62 21 8230968 Fax +62 21 8230935 Contact Andre Adinoto Email [email protected] Website www.nipress.com Product Category Power Storage System Components Products Batteries

Company Rahim Afrooz Batteries Ltd Address 1A Gulshan Avenue, Dhaka, 1212, Bangladesh

Phone +880 2 989 9834 Fax +880 2 882 7780 Contact Salahuddin Taimur Email [email protected] Website www.rahimafrooz.com Product Category Power Storage System Components Products Batteries



Company Reem Batteries & Power Appliances Co. Saoc Address P.O. Box: 3, Industrial Area, Rusay, Oman

Phone +968 2444 6191 Fax +968 2444 6190 Contact S Gopalan Email [email protected] Website www.reembatteries.com Product Category Power Storage System Components Products Batteries

Company Robert Bosch Automotive Group Address 38000 Hills Tech Drive, Farmington Hills, Michigan, 48331, United States

Phone +1 248 876 1000 Fax +1 248 876 1116 Contact Cheryl Kilborn Email [email protected] Website www.bosch.us Product Category Power Storage System Components Products Litium‐Ion Batteries

Company Robert Bosch Germany Address Kruppstraίe 19, Stuttgart, 70469, Germany

Phone +49 711 8 11 31002 Contact Bernhard Mohr Email info@bkk‐bosch.de Website www.bosch.com Product Category Power Storage System Components Products Litium‐Ion Batteries

Company Robert Bosch Gmbh Address Robert‐Bosch‐Platz 1, Gerlingen‐Schillerhφhe, 70839, Germany

Phone +49 7 11 8 11 0 Contact Franz Fehrenbach Email [email protected] Website www.bosch.com Product Category Power Storage System Components Products Litium‐Ion Batteries



Company Robert Bosch Sdn Bhd Address No. 8A Jalan 13/6, Petaling Jaya, Selangor, 46200, Malaysia

Phone +60 3 7966 3000 Contact Serena Sit Email [email protected] Website www.bosch.com.my Product Category Power Storage System Components Products Batteries

Company Robert Bosch Sp.Z.O.O. Address Ul. Polectki 3, Warsazwa, 2822, Poland

Phone +48 22 715 4000 Fax +48 22 643 9236 Contact Agata Blady Email [email protected] Website www.bosch.pl Product Category Power Storage System Components Products Litium‐Ion Batteries

Company Rombat ‐ Bistrita Nasaud Address 6, Drunul Cetatii Str, Bistrita, 420129, Romania

Phone +40 263 234011 Fax +40 263 234010 Contact Repede Ioan Email [email protected] Website www.rombatt.ro Product Category Power Storage System Components Products Batteries

Company Saft S.A. Address 12 Rue Sadi Carnot, Bagnolet, 93170, France

Phone +33 1 49 93 19 00 Contact Jill Ledger Email [email protected] Website www.saftbatteries.com Product Category Power Storage System Components Products Nickel‐Cadmium Batteries, Lithium Ion Rechargeable Batteries, Primary Lithium Batteries



Company Sanyo North America Corporation Address 2055 Sanyo Avenue, San Diego, California, 92154, United States

Phone +1 619 661 1134 Fax +1 619 661 6795 Contact M. Matsunaga Website www.us.sanyo.com Product Category Power Storage System Components Products Batteries, Rechargeable Batteries

Company Sb Limotive Co., Ltd Address 428‐5, Gongsae‐Dong, Giheung‐Gu, Yongin, Gyeonggi‐Do, Korea

Phone +82 31 210 8114 Contact Young Woo Park Email [email protected] Website www.sblimotive.co.kr Product Category Power Storage System Components Products Sell Lithium‐Ion Batteries

Company Seacc Accumulatori Srl Address Via Del Lavoro 63, Montecchio Maggiore, 36075, Italy

Phone +39 444 492300 Fax +39 444 492049 Contact Angelo Sartori Email [email protected] Website www.apbatterie.com Product Category Power Storage System Components Products Batteries

Company Serind Spa Address Via G. Carducci 4, Beinasco, Torino, 10092, Italy

Phone +39 11 397 25 52 Fax +39 11 397 26 16 Contact Gianluigi Drovetti Email [email protected] Website www.serind.com Product Category Power Storage System Components Products Batteries



Company Shenzhen Mottcell Battery Technology Co., Ltd Address Factory B, The 3Th Industry District, Shenkeng Village, Henggang Town, Longgang District, Shenzhen, Guangdong, 518173, China

Phone +86 755 84042755 Fax +86 755 84042963 Email [email protected] Website www.mottcell.com Product Category Power Storage System Components Products Rechargeable Button Batteries, Cylindrical Li‐Ion Batteries, Cylindrical Lithium Iron Phosphate Batteries

Company Shezhen Leoch Battery Technolgy Co. Ltd Address 5Th Floor,Xinbaohui Bldg, Nanhai Blvd, Nanshan, Shenzhen, China

Phone +86 755 8603 6060 Fax +86 755 2606 7269 Email [email protected] Website www.leoch.com Product Category Power Storage System Components Products Lead Acid Batteries

Company Shida Battery Technology Co., Ltd Address Xinye Road 30, Shishan Industrial Park, Nanhai District, Foshan, Guangdong, 528000, China

Phone +86 757 86688555 Fax +86 757 86688199 Contact Wang Yongfei Email wu@shida‐batteries.com Website www.shida‐batteries.com Product Category Power Storage System Components Products Polymer Lithium‐Ion Batteries, Nickel‐Metal Hydride Batteries

Company Shin‐Kobe Electric Machinery Co.,Ltd Address St.Luke'S Tower, 8‐1, Akashi‐Cho, Chuo‐Ku, Tokyo, 104‐0044, Japan

Phone +81 3 3543 3700 Fax +81 3 5565 5770 Contact Sumie Hyuga Email s.hyuga@shinkobe‐denki.co.jp Website www.shinkobe‐denki.co.jp Product Category Power Storage System Components Products Batteries



Company Shree Veerji Battery Pvt Ltd Address No.‐ 1, Jessan Street, Mount Road, Chennai, Tamil Nadu, 600002, India

Phone +91 44 42027311 Fax +91 44 42630212 Contact Yogit Seth Product Category Power Storage System Components Products Lead Acid Batteries

Company Sia Industria Accumulatori Spa Address Via Chiavicone, 1, Altedo Di Malalbergo, 40051, Italy

Phone +39 51 871819 Fax +39 51 870814 Contact Lorenzo Cutolo Email info@sia‐batteries.com Website www.sia‐batteries.com Product Category Power Storage System Components Products Batteries

Company Siam C.T.P. Industrial Co., Ltd. Address 88 Moo 4 Bypass Rd, Nongmaidaeng, Muang, Chonburi, Thailand

Phone +66 38 743 052 6 Fax +66 38 743 719 Email [email protected] Product Category Power Storage System Components Products Batteries

Company Siam Furukawa Co.,Ltd Address 252 Spe Tower, 12Th Phaholyothin Rd, Samsaen Nai, Phayathai, Bangkok, 10400, Thailand

Phone +66 2 615 0111 Email [email protected] Product Category Power Storage System Components Products Lead Acid Batteries



Company Siam Nc Battery Co., Ltd Address 157 Luang Road, Watthepsirin, Pomprab, Bangkok, Thailand

Phone +66 2 222 4211 Fax +66 2 225 4830 Contact Wuthichai Naothaworn Product Category Power Storage System Components Products Batteries

Company Sino Rich Hong Kong Group Limited Address 4F.Chengfeng Building, 829# Renmin West Rd, Xiangzhouqu, Zhuhai, 519070, China

Phone +86 756 8535719 Fax +86 756 8535469 Contact Hongfu Wang Email [email protected] Website www.sinoriching.com Product Category Power Storage System Components Products Ni‐Mh Battery, Lead Acid Battery

Company Sk Energy Co., Ltd Address 99, Seorin‐Dong, Jongro‐Gu, 110110, Korea

Phone +82 2 2121 5114 Fax +82 2 2121 7001 Contact Katharine Junghae Kho Email [email protected] Website www.skenergy.com Product Category Power Storage System Components Products Battery Systems For Hybrid Electric Vehicles

Company Standard Manufacturing Co., Inc. (Standard Battery) Address 13 J. Narciso Street,, East Canumay, Malinta, Valenzuela, 1447, Philippines

Phone +63 2 983 8490 Fax +63 2 271 4122 Email [email protected] Product Category Power Storage System Components Products Batteries



Company Stefan Keckeisen Akkumulatoren E.K. Address Glendalestr. 4, Memmingen, 87700, Germany

Phone +49 8331 944440 Fax +49 8331 944449 Email [email protected] Website www.akkudirekt.de Product Category Power Storage System Components Products Batteries

Company Superior Battery Mfg (Dba) Superlex Premium Power Batteries Address P.O. Box 1010, 2515 Hwy Ky910, Russell Springs, Kentucky, 42642, United States

Phone +1 270 866 6056 Fax +1 270 866 6066 Contact Ray Goodearl Email [email protected] Website www.superlex.com Product Category Power Storage System Components Products Batteries

Company Tab D.D. Address Polena 6, Mezica, 2392, Slovenia

Phone +386 28702300 Fax +386 28702305 Contact Bogomir Auprih Email [email protected] Website www.tab.si Product Category Power Storage System Components Products Batteries

Company Tai Kwong‐Yokohama Battery Ind. Sdn Bhd Address Lot 1238, Batu 23, Jalan Kachau, Semenyih‐Sungai Lalang, Selangor Darul Ehsan, Semenyih, 43500, Malaysia

Phone +60 3 90746933 Fax +60 3 90749266 Contact Gary Yip Email [email protected] Website www.tkyoko.com Product Category Power Storage System Components Products Batteries



Company Tdk U.S.A. Corporation Address 901 Franklin Avenue, P O Box 9302, Garden City, New York, 115309302, United States

Phone +1 516 535 2600 Fax +1 516 294 8318 Contact Seiji Enami Website www.tdk.com Product Category Power Storage System Components Products Capacitors

Company Thai Storage Battery Public Co., Ltd Address 387 Moo 4, Soi Patana 3, Sukhumvit Rd, Bangpoo Industrial Estate, Praekasa, Muang, Samutprakarn, 10280, Thailand

Phone +66 2 7093535 Fax +66 2 7093544 Contact Kavi Khophaibun Email [email protected] Website www.3kbattery.com Product Category Power Storage System Components Products Batteries

Company Tia Sang Battery Joint Stock Company (Tibaco) Address Ton Duc Thang Avenue, Hai Phong, Vietnam

Phone +84 31 857 080 Fax +84 31 835876 Contact Hoa Quang Nam Email [email protected] Product Category Power Storage System Components Products Batteries

Company Tibo Company Llc Address Po Box 3754, Dubai, United Arab Emirates

Phone +971 4 2228780 Fax +971 4 2279853 Contact C V Philip Email [email protected] Website www.tibodubai.com Product Category Power Storage System Components Products Batteries



Company Tumenskiy Automobile Battery Plant Address Ul. Taimyr, 74, Tyumen, 625000, Russia

Phone +7 3452 24 37 12 Fax +7 3452 24 36 48 Email [email protected] Website www.tmn.ru Product Category Power Storage System Components Products Batteries

Company Varta Akumulatory Sp.Z.O.O. Address Ul. Radarowa 60, Warszawa, 02‐137, Poland

Phone +48 32 608 69 50 Fax +48 32 209 55 83 Email [email protected] Website www.varta‐automotive.pl Product Category Power Storage System Components Products Batteries

Company Varta Autσkkumulαtor Kereskedelmi Ιs Szolgαtlatσ Kft. Address Gyφmrφl Ϊt 120, Ungarn, Budapest, 1103, Hungary

Phone +36 14 313 670 Fax +36 14 313 679 Email [email protected] Website www.varta‐automotive.hu Product Category Power Storage System Components Products Batteries

Company Vb Autobatterie Address Am Leineufer 51, Hannover, 30419, Germany

Phone +49 511 975 1671 Fax +49 511 975 1679 Contact Andreas Heinrich Email info‐export@varta‐automotive.com Product Category Power Storage System Components Products Batteries



Company Vdo Automotive Ag Address Wittelsbacherplatz 2, Munich, D‐80333, Germany

Phone +49 89 636 00 Fax +49 89 636 52 000 Contact Gernot Spiegelberg Email [email protected] Website www.vdo.com Product Category Power Storage System Components Products Batteries

Company Vesna ‐ Sap Address Dimitrije Tucovik, 16, Skopje, 1000, Macedonia

Phone +389 32 481501 Fax +389 32 481502 Contact Tosho Toshevski Email [email protected] Website www.sap.com.mk Product Category Power Storage System Components Products Batteries

Company Viosy S.A. Address 178 Iera Odos, Aigaleo, 12242, Greece

Phone +30 210 3474444 Fax +30 210 3479931 Contact J. Kalogiratos Email [email protected] Website www.winnerbattery.net Product Category Power Storage System Components Products Batteries

Company Vipiemme Spa Address Via Gounod 25/27, Cinisello Balsamo, Milano, 20092, Italy

Phone +39 363 949211 Fax +39 393 914356 Email [email protected] Website www.vipiemme.it Product Category Power Storage System Components Products Batteries



Company Watta Battery Industries Sdn Bhd Address Lot 8, Jalan Satu, Kawasan Perusahaan Balakong, Cheras Jaya, Selangor Darul Ehsan, Malayasia, 43200, Malaysia

Phone +60 3 90751916 Fax +60 3 90756790 Contact Clement Loo Email [email protected] Product Category Power Storage System Components Products Batteries

Company Wirthco Engineering, Inc Address 7491 Cahill Road, Minneapolis, Minnesota, 55439, United States

Phone +1 952 941 9073 Fax +1 952 941 0659 Contact Steven E. Wirth Email [email protected] Website www.wirthco.com Product Category Power Storage System Components Products Batteries

Company Wuhan Forte Battery Co.,Ltd Address Wujiashan Taiwan Businessmen Investment Zone, Wuhan, Hubei, 430040, China

Phone +86 27 83258996 Fax +86 27 83259120 Email [email protected] Website www.whforte.com Product Category Power Storage System Components Products Lithium Batteries

Company Xiamen 3‐Circles Battery Co., Ltd Address No.519 North Road, Jimei, Xiamen, 361021, China

Phone +86 592 6388992 Fax +86 592 6388888 Email 3circles@3‐circles.com Website www.3‐circles.com Product Category Power Storage System Components Products Batteries



Company Yigit Battery Materials Inc. Address Organize Sanayi Bφlgesi, Tόrkmenistan Caddesi No:27 Sincan, Ankara, Turkey

Phone +90 312 2670280 Fax +90 312 2670861 Contact Hasan Kizilkaya Email [email protected] Website www.yigitbattery.com Product Category Power Storage System Components Products Batteries

Company Yuasa Battery (Thailand) Public Co., Ltd. Address 33 Soi Sukhumvit 51, Sukhumvit Road, Klongtonnua, Wattana, Bangkok, 10110, Thailand

Phone +66 258 0545 9 Fax +66 259 0201 Contact Katsumi Nakato Email [email protected] Website www.yuasathai.com Product Category Power Storage System Components Products Batteries

Company Zap Sznajder Batterien S.A. Address Warszawska 47, Piastow, 05‐820, Poland

Phone +48 22 7236011 Fax +48 22 7236244 Contact Stanisław Wasilewski Email s‐[email protected] Website www.zapbatterien.eu Product Category Power Storage System Components Products Batteries

Company Zhejiang Chaowei Power Co., Ltd. Address Xingxing Industry Park, Xingxing Industry Park, Changxing, Zhejiang, China

Phone +86 572 6762999 Fax +86 572 6762999 Contact Ming Ming Zhou Email [email protected] Product Category Power Storage System Components Products Lead Acid Batteries



Company Zhejiang Just Electrical Appliances Co. Ltd Address Fumin Road, Lanjiang Light Industry Area, Lanxi Jinhua, Zhejiang, 321103, China

Phone +86 571 87177601 Fax +86 571 87717610 Contact Ben Chen Email [email protected] Product Category Power Storage System Components Products Batteries

Company Zhongshan Mingji Battery Co., Ltd Address Hesheng Industry Zone, Tanzhou Town, Zhongshan, Guangdong, 528467, China

Phone +86 760 6657218 Fax +86 760 6655668 Contact Jessie Ching Email [email protected] Website www.mingjicells.com Product Category Power Storage System Components Products Lithium‐Ion, Nickel‐Metal Hydride Batteries

Company Ztong Yee Vietnam Co. Ltd Address Ho Nai Industrial Zone 3, 7 Cho Chieu St, Ho Nai Ward, Trang Bom Dist, Dong Nai, Vietnam

Phone +84 983180 Fax +84 983181 Product Category Power Storage System Components Products Batteries



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