The government promise of a coming electric car (and truck) revolution, thanks to moves such as President George W. Bush’s signature to approve a $7,500-per-electric-vehicle tax credit and Congress’s passage of the Recovery Act, instigated a buildup of capacity and inventory for batteries. Now putrid EV sales – including the newly introduced Ford Focus electric – have put their HP EliteBook 8440p battery makers in peril, according to the Detroit Free Press.

“A looming shakeout in the industry,” the newspaper reported on Sunday, “which would likely include plant closures and layoffs, is also likely to touch off a fierce debate over whether federal and state government officials made a major error by using more than $1 billion in grants and tax credits to spur massive investments that are not yet needed.”

The latest underwhelming car is the Ford Focus Electric (toshiba pa3356u-1brs battery cost: $12,000-$15,000), which was launched this year to markets in California, New York and New Jersey. The Detroit News reported that fleet customers purchased a dozen or so in December and January, but none were sold during the last two months. Ford opened availability for customers to order the Focus EV on November 2, with the now-familiar linguistic flourish.

“Today is an historic day, as Ford opens up the order banks for the company’s first full production, all-electric passenger vehicle – the Focus Electric,” said Chad D’Arcy, Focus Electric Marketing Manager, Ford Motor Company. “The all-new Focus Electric is an important part of Ford’s overall strategy, bringing still another option to customers who want a car that is fun-to-drive, easy to own and fully electric.”

The hype would seem to match that for the Chevy Volt, the beneficiary of General Motors’ multimillion-dollar ad campaign, which has failed to boost lackluster sales. And being “fully electric” (“easy to own” – with 3-plus hour charging times and extremely short driving range – is easily challengeable) hasn’t helped the Nissan Leaf, whose recent sales have lagged the Volt’s. This despite an estimated $250,000-per-Volt subsidy and a $1.4 billion Department of Energy loan guarantee (more “stimulus”) for Nissan to build the Leaf in Tennessee.

Then along comes Ford – who famously boasted in a car commercial (since pulled) that it didn’t accept a bailout from the U.S. government – to accept a $5.9 billion taxpayer-backed loan guarantee to “raise the fuel efficiency of more than a dozen popular vehicles.” According to DOE’s Loan Programs Office, this move suddenly transformed 33,000 of Ford’s existing workers “to green manufacturing jobs.” Makes the Volt subsidies sound like a bargain, doesn’t it? But despite its introductory remarks in November, Ford doesn’t sound like it’s really in to selling its EV to a lot of people.

“The marketing of the Focus Electric is to people who buy electric vehicles, not to you and me,” said Jim Farley, Ford head of global marketing, to USA Today. “We’re focused on the people who buy them.”

Meanwhile luxury EV makers Fisker Automotive and Tesla are niche, and are not doing very well with their limited markets either.

So whether automakers can’t, won’t or don’t sell EVs, the battery companies compete for few customers. NLPC has documented extensively the troubles of A123 Systems, which started two factories in Michigan thanks to $249.1 million from DOE and $135 million from the state. LG Chem, maker of toshiba pa3356u-1brs batteries for the Volt and the Focus EV, built its own plant in Holland, Mich. with $151 million in stimulus from DOE (plus $100 million, cash, from Wolverine State taxpayers). Ener1 received a $118 million grant from DOE to build batteries in Indiana – many intended for a repeatedly failed EV company, Think Global, that it had about a 1/3 stake in – which has gone bankrupt. And now Dow Kokam, a partnership between Dow Corning and a Korean company, will soon officially open a Midland, Mich. facility with $161 million in help from U.S. taxpayers.

“It was a mistake to build so many factories,” said Menahem Anderman, an EV supporter who the Detroit Free Press says is one of the world’s top battery experts and president of Advanced Automotive Batteries, a California-based consulting company.

The newspaper, based on interviews with “other experts,” says only “battery makers with deep pockets will survive.” According to Jack McHugh of the Mackinac Center for Public Policy, a free-market think tank, only final assembly of the lenovo thinkpad t410 battery packs for A123 and LG Chem (and I would bet Dow Kokam, too) may be done at the Michigan facilities, while the majority of the work will be done at the companies’ factories in South Korea and China.

“Without subsidies and regulatory mandates,” McHugh wrote, “the electric and hybrid car market would blow away tomorrow. That reality is not likely to change in the foreseeable future…. Moreover, to the extent that regulations and subsidies do prop up electric car production, the real battery-making jobs will probably be overseas.”

In July 2010 the White House announced that LG Chem was the “ninth of nine” new plants to begin construction as part of its $2.4 billion “investment” from taxpayers in advanced batteries and EVs. “Once fully operational,” the administration’s press release said, “the (LG) factory will produce battery cells to support 53,000 Chevy Volts a year.”

Last year GM sold 7,671 Volts, and this year – unless governments and General Electric kick their purchases up substantially – will unload no more than 27,000. GM has already stopped Volt production for five weeks because of lack of demand, and will do so again this summer. That’s a lot of battery cells that will collect dust, a problem that A123 has had to deal with.

Big Government may not care whether the little battery for acer aspire 5920g companies go out of business, squashing the hopes of their hires that turn out to be temporary. In fact, it’s expected, as DOE has set aside $3 billion to cover losses from the stimulus program. But those multinational corporations like LG and Dow will hang in there, right?

Wrong – deep pockets don’t go out of business. Instead they shut down unprofitable operations. And just like with the little crony companies that played with Big Government, the big corporations will drop EV battery operations the instant they realize it’s a lost cause.

Then it will be “goodbye” to green jobs, thanks to another lost government “investment,” and both xps m1330 battery companies and taxpayers will feel quite overcharged.

350Green LLC, which is installing 280 charging stations in Chicago and the suburbs, confirmed Thursday that it plans to open a $3.5 million assembly plant on Chicago’s Northwest Side to produce Acer Aspire 7735Z batteries to store electricity produced by the sun, wind or, during off-peak times, from the electrical grid.

The idea, said Mariana Gerzanych, chief executive of 350Green, is to tap those batteries during peak demand times on the grid — like on hot summer days when air conditioners are being used. Electrical grid operators pay so-called peak shavers like 350Green for agreeing to tap stored battery power to reduce demand on the grid.

“It will make a big difference in the industry,” Gerzanych said. “As the electric car industry grows, we can connect it more and more to solar.”

The Acer Aspire 5742 batteries are small, but some will have about the same storage capacity as those used in the all-electric Nissan Leaf, Gerzanych said. The first are expected to roll out by January. Gerzanych said the plant would employ about 86 people.

The facility, to be located at 2500 W. Bradley Place, would be paid for in part by a $1.5 million grant from the Illinois Department of Commerce and Economic Opportunity and $800,000 in tax-increment financing from the city. Both subsidies have been approved and are in the final sign-off stages, according to Gerzanych.

Byron shutdown still a mystery: Almost three months after the Byron nuclear plant suddenly lost power, the Nuclear Regulatory Commission is trying to determine what happened and whether a similar outage could occur at other nuclear plants.

According to a special inspection report released late last month, inspectors spent 15 days at Byron trying to get to the bottom of the outage. The plant lost off-site power, which was supposed to automatically trigger backup diesel generators to turn on. But the generators had to be switched on manually. As a result, a 1,136-megawatt nuclear unit at Byron shut down.

No one was injured, but the NRC said it wants to be sure it doesn’t happen again.

The plant is owned by Chicago-based Exelon. The NRC said it is working to determine if plant operators could have prevented the incident or if a larger design problem caused the system breakdown.

Illinois riding the wind: Other than California, Illinois installed more new wind capacity than any other state in 2011, spending $1 billion, according to an annual report from the American Wind Energy Association released Thursday.

The state ranks fourth in the nation for wind capacity installed, with enough to power about 750,000 homes. About 30 facilities making wind components employ 6,000 people in Illinois. Illinois has the third-highest number of jobs in the wind industry, after Iowa and Texas.

Still, wind is a fraction of the state’s overall energy footprint. About 3.2 percent of electricity is produced by wind turbines, just above the national average of 2.9 percent.
tags: Canon Bp-711 Battery, Canon Digital Ixus v3 Battery, Acer Aspire 5735 Battery, SONY ERICSSON S700I PDA battery, Acer Aspire 5920 Battery

NU student-run company wins $100K: NuMat Technologies, a startup company led by students at Northwestern University, won $100,000 in financing last month at the second Clean Energy Challenge. The company developed a technology that can produce fuel tanks for natural gas-powered vehicles that are cheaper, safer and have a larger capacity than what is available.

More than 100 early-stage and student-led companies applied to the Challenge. Ten early-stage finalist and eight student finalists presented business plans to a panel of investors, corporations and entrepreneurs at an event in Chicago. The finalists were coached by volunteer mentors working with the Clean Energy Trust, a nonprofit technology accelerator in Chicago.

source from blog: 

Reporter’s Notebook: Battery plant to boost Chicago economy

The battery involved in the Wednesday morning explosion didn’t actually explode but rather gases created in the testing chamber ignited and caused the massive explosion. During the extreme testing process, hydrogen sulfide gas collected in the testing area and when that cloud of gas ignited – we had the massive explosion that injured five and did significant damage to the Alternative Energy Center testing area including blowing out windows and at least one 8″ thick door. Afterwards, the reports indicate that the battery for acer aspire 5920g pack itself was still intact.

It may just be my lawyer’s fascination with words and sentence structure, but the second sentence of that paragraph sure sounds like an unattributed direct quote from somebody in the know at GM.
I’m not a chemist, but I have substantial oil and gas experience including three years as legal counsel for Boots & Coots, the largest oil field disaster response firm in the world. Because of that experience I know that hydrogen sulfide gas (H2S) is:

• The reason rotten eggs stink;
• Explosive at concentrations of 43,000 to 460,000 PPM; and
• One of the deadliest poisons known to man.

In the US, Occupational Safety and Health Regulations prohibit exposure to H2S concentrations above 100 PPM without a full facepiece pressure demand self-contained breathing apparatus.
A Wikipedia search shows that an H2S concentration of 150 PPM paralyzes the olfactory nerve, killing the sense of smell; 800 PPM is the lethal concentration for 50% of humans with five minutes of exposure; and concentrations over 1,000 PPM can cause immediate respiratory arrest after a single breath.
That makes H2S sudden death by poisoning at 2.3% of the concentration required for an explosion.
If a comparable failure occurred in a moving car, the driver would be incapacitated in seconds while his vehicle careened into a crowded latte bar before exploding.
I know there’s nothing inherently dangerous in the anode and cathode materials for today’s advanced lithium-ion batteries. In fact I was surprised by the reports that a lithium-ion battery for Dell Latitude D630 could generate enough H2S gas to cause an explosion. When I started to ask questions, however, I learned that any number of electrolyte additives, separators, binders, fillers and ancillary cell materials could release highly toxic fumes from a failing cell or battery pack.
The active materials may be wonderful in their own right, but everything that goes into a cell must be carefully evaluated for its capacity to chemically interact with other cell materials and pose a serious threat to human health and safety.
We know the process failed at least once.
GM’s “industrial accident” may be a one-off oddity if it was testing an exotic lithium-sulfur battery or something else that’s radically different from conventional lithium-ion batteries. It may also be just the tip of an iceberg, the first example of unintended interactions between cell components that can render large format lithium-ion batteries too dangerous for use in passenger vehicles or other enclosed spaces.
100 years ago the Titanic was heralded as an engineering marvel until a completely unexpected turn of events in April 1912 forced engineers to question their basic assumptions. I believe the GM explosion should at least force some soul searching.
For four years I’ve heard nothing but safety talk from lithium-ion Apple a1280 Battery manufacturers, ideologues, politicians and would-be end users. This is the first report I’ve seen that threatens to burst the bubble. If H2S gas was generated in GM’s advanced battery laboratory we need to know how much H2S gas was generated, how it was generated and how long the process took. We also need to know to a certainty whether similar problems might exist in large format lithium-ion batteries from other manufacturers. I understand that every battery manufacturer wants to keep its secret sauce recipe proprietary, but there comes a time when customer safety has to take precedence over competitive advantage.
I’m the first to admit profound confusion over the facts that have been reported so far. But there seems to be a consensus that a poisonous gas was generated by a failing battery, concentrations rose to explosive levels in the testing chamber, and the resulting explosion caused major structural damage to a facility that was built in 2009 and designed to withstand catastrophic battery failures.
Under the circumstances, I’m convinced that somebody who doesn’t have a political, ideological or economic interest in the safety of lithium-ion batteries needs to get on the ball and conduct a comprehensive independent investigation to find out exactly what happened and whether comparable risks exist in the battery packs used by Fisker Motors, Ford (F), Tesla Motors (TSLA), Nissan (NSANY.PK), Toyota (TM) and others. I can only hope that an upcoming NHTSA technical symposium with battery manufacturers and automakers will mark the beginning of more rigorous regulatory oversight.
Borgia battery? Inaccurate descriptions from reporters? Prototype testing of a truly unique battery chemistry? Or simply a conventional automotive grade lithium-ion Kodak cx6330 Battery that was pushed beyond design limits and failed spectacularly? The difference has to be understood before we go much further.
(click to enlarge)
This article was first published in the Spring 2012 issue of Toshiba pa3420u-1brs Batteries International Magazine and I’d like to thank editor Mike Halls and cartoonist Jan Darasz for their contributions. I’ve recently learned that lithium-ion batteries might be a triple threat – Borgia batteries – cherished by eco-royalty, poisonous in the extreme, and explosive enough to wreak havoc in a $25 million laboratory that was built to safely manage dell inspiron 1501 battery explosions.
Is it a battery or a WMD?
On April 11th five employees of the advanced battery laboratory at the General Motors (GM) Technical Center in Warren, Michigan were hurt when extreme testing of a prototype lithium-ion battery pack from A123 Systems (AONE) released chemical gases that exploded inside a testing chamber. Four were treated at the scene and one was taken to a local hospital. The injuries were not life threatening.
About 1,100 employees who work in the Warren facility were evacuated while a HAZMAT team spent four hours taking air samples inside and outside the building. While most of the evacuees were able to return to work, it’s unclear how long it will take to repair about $5 million of damage to the battery laboratory and resume operations.
GM quickly advised the media that the incident didn’t involve a battery for the GM Volt and technically there was no battery explosion at all. Engineers were simply conducting extreme overcharge tests on a prototype hp mini 110-1014tu battery and it failed, which is exactly what you’d expect.
Or is it?
The fact that there was a battery failure and vented gases ignited doesn’t surprise me. The fact that the explosion was violent enough to cause major structural damage to a purpose-built facility that was designed to safely manage the occasional battery explosion is very troubling. The chemical composition of the gas that allegedly caused the explosion is a nightmare. The terrifying aspect is that these issues are being ignored, or at least swept under the rug, to protect the tarnished image of GM’s Volt.
On Friday the 13th, Torque News reported:

The battery involved in the Wednesday morning explosion didn’t actually explode but rather gases created in the testing chamber ignited and caused the massive explosion. During the extreme testing process, hydrogen sulfide gas collected in the testing area and when that cloud of gas ignited – we had the massive explosion that injured five and did significant damage to the Alternative Energy Center testing area including blowing out windows and at least one 8″ thick door. Afterwards, the reports indicate that the battery for acer aspire 5920g pack itself was still intact.

It may just be my lawyer’s fascination with words and sentence structure, but the second sentence of that paragraph sure sounds like an unattributed direct quote from somebody in the know at GM.
I’m not a chemist, but I have substantial oil and gas experience including three years as legal counsel for Boots & Coots, the largest oil field disaster response firm in the world. Because of that experience I know that hydrogen sulfide gas (H2S) is:

• The reason rotten eggs stink;
• Explosive at concentrations of 43,000 to 460,000 PPM; and
• One of the deadliest poisons known to man.

In the US, Occupational Safety and Health Regulations prohibit exposure to H2S concentrations above 100 PPM without a full facepiece pressure demand self-contained breathing apparatus.
A Wikipedia search shows that an H2S concentration of 150 PPM paralyzes the olfactory nerve, killing the sense of smell; 800 PPM is the lethal concentration for 50% of humans with five minutes of exposure; and concentrations over 1,000 PPM can cause immediate respiratory arrest after a single breath.
That makes H2S sudden death by poisoning at 2.3% of the concentration required for an explosion.
If a comparable failure occurred in a moving car, the driver would be incapacitated in seconds while his vehicle careened into a crowded latte bar before exploding.
I know there’s nothing inherently dangerous in the anode and cathode materials for today’s advanced lithium-ion batteries. In fact I was surprised by the reports that a lithium-ion battery for Dell Latitude D630 could generate enough H2S gas to cause an explosion. When I started to ask questions, however, I learned that any number of electrolyte additives, separators, binders, fillers and ancillary cell materials could release highly toxic fumes from a failing cell or battery pack.
The active materials may be wonderful in their own right, but everything that goes into a cell must be carefully evaluated for its capacity to chemically interact with other cell materials and pose a serious threat to human health and safety.
We know the process failed at least once.
GM’s “industrial accident” may be a one-off oddity if it was testing an exotic lithium-sulfur battery or something else that’s radically different from conventional lithium-ion batteries. It may also be just the tip of an iceberg, the first example of unintended interactions between cell components that can render large format lithium-ion batteries too dangerous for use in passenger vehicles or other enclosed spaces.
100 years ago the Titanic was heralded as an engineering marvel until a completely unexpected turn of events in April 1912 forced engineers to question their basic assumptions. I believe the GM explosion should at least force some soul searching.
For four years I’ve heard nothing but safety talk from lithium-ion Apple a1280 Battery manufacturers, ideologues, politicians and would-be end users. This is the first report I’ve seen that threatens to burst the bubble. If H2S gas was generated in GM’s advanced battery laboratory we need to know how much H2S gas was generated, how it was generated and how long the process took. We also need to know to a certainty whether similar problems might exist in large format lithium-ion batteries from other manufacturers. I understand that every battery manufacturer wants to keep its secret sauce recipe proprietary, but there comes a time when customer safety has to take precedence over competitive advantage.
I’m the first to admit profound confusion over the facts that have been reported so far. But there seems to be a consensus that a poisonous gas was generated by a failing battery, concentrations rose to explosive levels in the testing chamber, and the resulting explosion caused major structural damage to a facility that was built in 2009 and designed to withstand catastrophic battery failures.
Under the circumstances, I’m convinced that somebody who doesn’t have a political, ideological or economic interest in the safety of lithium-ion batteries needs to get on the ball and conduct a comprehensive independent investigation to find out exactly what happened and whether comparable risks exist in the battery packs used by Fisker Motors, Ford (F), Tesla Motors (TSLA), Nissan (NSANY.PK), Toyota (TM) and others. I can only hope that an upcoming NHTSA technical symposium with battery manufacturers and automakers will mark the beginning of more rigorous regulatory oversight.
Borgia battery? Inaccurate descriptions from reporters? Prototype testing of a truly unique battery chemistry? Or simply a conventional automotive grade lithium-ion Kodak cx6330 Battery that was pushed beyond design limits and failed spectacularly? The difference has to be understood before we go much further.
(click to enlarge)
This article was first published in the Spring 2012 issue of Toshiba pa3420u-1brs Batteries International Magazine and I’d like to thank editor Mike Halls and cartoonist Jan Darasz for their contributions.

source from blog: 

Is Lithium-Ion A Borgia Battery?

source from blog: 

2012 Battery Symposium: Life, Reliability And Manufacturing Will Take Place May 2-3 In Columbus

Unmanned radio-controlled (RC) helicopters have been all the rage in recent years for photographers and videographers seeking to capture aerial video and stills without having to pay an armload to rent a real helicopter. One of the gripes against RC helicopters though has been that they’re not powerful enough to carry large digital SLRs with serious professional lenses attached.

The X88-J, which is being offered through Wowhobbies, seems to answer that by spinning eight total rotors, which increases the total payload to five pounds. (Most current recreational drones only have 4-6 rotors and offer about half that payload.)

Flight times under a fully charged 5300mAh 4s battery are up to fifteen minutes, depending on the weight of the DSLR and accessories. Though the Turbo Ace X88-J is a big drone, its arms fold up, making it compact and portable.

The octocopter’s total weight, without the Sony NP-F550 charger battery or camera mount, is 4.8 pounds. The X88-J is packaged with a Walkera DEVO remote control transmitter that promises faster response, smoother stick movement, and better signal reliability. Telemetry, including CANON LP-E10 battery levels, comes standard with the controller.

If, for some reason, you lose the signal to your copter, there’s an auto return feature that brings the X88-J back to a GPS starting point, where it will hover at 20 feet until a connection is reestablished. As a fail safe, the drone will automatically land if it cannot restore the connection.

The Turbo Ace X88-J, which was on display at NAB this week, goes on sale this month for a starting price of $4,995. More info here.

Check out the video below of the octocopter in action.

tags: CASIO NP-60 battery, FUJIFILM NP-80 battery, Sony NP-BG1 battery , SONY NP-FR1 Battery, NIKON EN-EL3E battery

The Solar Power Dock — from Netherlands-based manufacturer A-solar and solar tech company Intivation — was unveiled earlier this week at the Mobile World Congress trade show in Barcelona. It charges iOS devices such as the iPhone and iPad with a little help from the sun and is small enough to fit in your pocket.

With a durable built-in Solar Panel Charger with 45Wh Solar Battery for Laptops Cell Phones battery, a small solar panel and strong rubber-finished casing, the Solar Power battery Dock can keep devices running when you’re far away from an outlet. The price: $105.

The internal battery stores an impressive 6,000 milliamp-hours (mAh) at full capacity, a bit more than your average solar charger, like the Solio. After 12 to 16 hours in the sun, the Dock will have a full charge, able to juice up your iPhone with about four hours of talk time. It can still soak up energy on cloudy days, too. However, the Solar Power Dock has only enough capacity to charge the iPad up to 60%

More of an Android person? The Solar Power Dock also features an integrated USB output, so it can be used for charging other kinds of phones besides iPhones.

Have you ever tried a solar-powered charger? Do you think they are reliable? Let us know in the comments.

16000mAh / 11200 High Capacity Solar Panel Charger for Laptop

Folding Solar Panel Charger with 45Wh Solar Battery for Laptops Cell Phones

High Capacity Solar Panel Charger for Laptop

Computerworld – Apple is shortchanging new iPad owners on battery power, an analyst said today.

“If you stop charging the iPad when the battery indicator says 100% you won’t get the maximum running time,” said Ray Soneira, president of DisplayMate Technologies, in an updated paper on the new tablet.

According to Soneira, when the iPad’s battery meter first shows 100%, the tablet is actually charged only to 90% capacity, shorting users by more than an hour on the device.

That may jeopardize Apple’s claim that the iPad can keep going for over 10 hours, said Soneira.

If the iPad remains connected to an outlet, the remaining 10% of running time — about 1.2 hours — is eventually added as the charge is slowly trickled to the tablet. All the while, said Soneira, the meter continues to read “100%.”

Although the iPad’s software — which monitors the charging process to insure that the Canon Digital Ixus 75 Battery is not overcharged, and thus at risk of damage — is generally working as designed, Soneira said there is “something wrong with the battery charge mathematical model on the iPad” that results in the inaccurate charge status.

“It should not say 100% until it actually stops recharging and goes from the full recharging rate of about 10 watts to a trickle charging rate of about 1 watt,” said Soneira. “Otherwise the user will not get the maximum running time.”

Soneira’s tests showed that an iPad that was turned on while charging reached 100% capacity 2 hours and 10 minutes after the indicator prematurely read full. If the iPad was off or asleep, the additional time needed to completely charge the tablet ran just over an hour.

Soneira also noted that a video report by CNBC last week claimed Apple said users could damage the iPad’s camera battery if they continued to charge it after the meter showed 100%.

“Apple is saying… if you charge it more than [when the battery indicator reads 100%], you could actually harm the longevity of the battery,” said CNBC’s Jon Fortt in that report.

There is no such warning on the Apple website, where the company offers HP Compaq Business Notebook 6715b Adapter battery longevity and charging guidance. Advice like that would also run counter to the long-standing practice of leaving portable devices unattended while charging.

Apple did not immediately reply to a request for comment on Soneira’s findings or CNBC’s claim that the company has advised users not to continue charging the iPad.

The new iPad sports a lithium-polymer battery rated at 42.5-watt-hours, a 70% increase over the iPad 2′s 25-watt-hour battery.

A bigger battery is necessary, said Soneira, to drive the tablet’s higher-resolution display and its backlight.

Apple may be able to tweak the HP Pavilion dv6000 Series Adapter battery indicator software with a future iOS update to make it more accurate. The company has made similar moves in the past, such as in July 2010 when it revised the iPhone 4′s signal strength meter during the brouhaha that then-CEO Steve Jobs called “Antennagate.”

Critics responded that damaging the longevity of the battery is then exactly what the new iPad’s internal battery charging hardware and software are doing since it is their responsibility to properly control and manage the Dell Latitude D630 batteries recharging process. The assumption was that Apple had configured the new iPad to damage the longevity of its own battery if it isn’t manually disconnected from the ac charger when the 100% indicator appears. This would that anyone recharging their iPad unattended, especially overnight, would be doing this.

Apple responded to the reports by noting that the new iPad, like all devices powered by iOS, reports a fully-charged battery before it actually reaches 100%. The company says that the iPad, iPhone and iPod Touch all display “100%” on their battery for dell xps m1730 indicators before they are completely charged. The battery continues to charge until it is, in fact, at full, when it goes into a cycle of slight discharge-recharge-slight discharge until the device is unplugged.

The company denied that it has told users not to let the iPad charge after the meter reads 100%, stating that a recommendation like that would run counter to the long-standing practice of leaving portable devices unattended while charging.

read more: iPad 2 Foldable Leather Case Built-in Bluetooth Keyboard + Battery

A Waltham-based electric car xps m1730 battery supplier — now facing financial implosion despite receiving $249 million in federal stimulus cash — was a heavy donor to congressional Democrats before scoring the hefty taxpayer handout, the Herald has learned.

A123 Systems CEO David Vieau has donated $16,900 to Washington, D.C., power brokers and Democratic committees since 2008, including $2,400 to Bay State Rep. Edward J. Markey, the chairman of the climate and energy committees, in 2009 — just three months before A123 received $249 million in federal stimulus funds. Vieau donated another $1,500 to Markey last year as the company pushed for even more federal dollars through government loans.

U.S. Sen. John Kerry, another ardent supporter of the company, received $2,000 in campaign donations from Vieau in 2010, the same year Vieau gave $2,500 to the Democratic Senatorial Campaign Committee. In 2008, Vieau donated $4,800 to campaign funds supporting President Obama and $200 to the Democratic National Committee.

“It’s an incestuous relationship in which these general players are feeding off each other at the expense of the taxpayer,” said David Tuerck of the Beacon Hill Institute.

Said Massachusetts GOP spokesman Tim Buckley: “It is a great time to get into the green tech field — as long as there are politicians to grease and tax dollars available to throw away on feel-good, do-nothing companies.”

Efforts to reach Vieau for comment were unsuccessful yesterday.

In an echo of the government’s past green-energy gambles on scandal-plagued Solyndra and the Bay State’s own bankrupt Evergreen Solar, A123 has laid off more than 100 employees and seen a net loss of $172 million through the first three quarters of 2011 despite the heavy infusion of federal cash.

A123 has yet to turn a profit, and losses have been mounting. Earlier this month, the company posted a fourth-quarter loss of $85 million despite $40.4 million in revenue. The company’s stock tanked to an all-time low of just more than $1 yesterday on news of a $55 million lenovo ideapad s10e 4068 battery recall. A defective battery caused a luxury electric car, the Fisker Karma, to conk out earlier this month in a Consumer Reports test.

Markey squired then-House Speaker Nancy Pelosi through A123’s former Watertown headquarters in June 2010 as a “great example of how Recovery Act funding is helping American companies.” Pelosi called Markey a “true visionary of our time.” In a statement yesterday, Markey held the line on A123, calling it “one of the fiercest competitors” in the electric vehicle industry.

“When gas prices are this high, the last thing we should be doing is ceding the development of gas-saving and money-saving technologies to Europe, Japan, China and Korea,” Markey said.

Kerry said in a statement, “There are ups and downs in starting new industries, but the United States can’t sit on the sidelines and watch millions of energy jobs and dollars go to China while we bury our heads in the sand.”

battery tag: battery for Dell Latitude D630, battery for Lenovo IdeaPad S10e 4068, battery for Dell Inspiron 1420

read related more: Solar Charger and Battery
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