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Ahmad A Pesaran of the National Renewable Energy Laboratory presented to CALSTART member companies on battery technologies for plug-in electric, hybrid electric and plug-in hybrid electric vehicles in April 2011.
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NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, operated by the Alliance for Sustainable Energy, LLC.
Choices and Requirements of Batteries for EVs, HEVs, PHEVs
A CALSTART Webinar
Ahmad A. Pesaran
National Renewable Energy Laboratory
April 21, 2011
NATIONAL RENEWABLE ENERGY LABORATORY 2
Outline of the Presentation
Introduction to NREL
Introduction to Electric Drive Vehicles (EDVs)
Battery Technologies for HEVs, PHEVs & EVs
Battery Requirements for EDVs
Concluding Remarks
NATIONAL RENEWABLE ENERGY LABORATORY
U.S. Department of Energy National Labs
Los Alamos National Laboratory
Lawrence Livermore National Laboratory
Sandia National Laboratory
Lawrence Berkeley National Laboratory
IdahoNational Laboratory
Pacific Northwest National Laboratory
Argonne National Laboratory
Brookhaven National Laboratory
National Energy Technology Laboratory
Savannah River National Laboratory
Oakridge National Laboratory
Science
Fossil Energy
Nuclear Energy
Nuclear Security
Energy Efficiency and Renewable Energy
NREL is the only DOE National Laboratory dedicated to renewable and energy efficient technologies
NREL is operated for DOE by the Alliance for Sustainable Energy(Midwest Research Institute and Battelle)
3
NATIONAL RENEWABLE ENERGY LABORATORY
NREL’s Portfolio on Energy Efficiency and Renewable Energy
4
• Renewable Electricity Renewable Electricity • Electric Systems IntegrationElectric Systems Integration• Net-Zero Energy BuildingsNet-Zero Energy Buildings
Electricity
• Renewable Fuels• Efficient and Flexible
Vehicles
Fuels
Underpinned with SciencePhotoconversion Computational Science Systems Biology
Fro
m C
on
cep
t to
Co
nsu
mer
Fro
m C
on
cep
t to
Co
nsu
mer
SolarSolar
Wind & Wind & WaterWater
GeothermalGeothermal
BuildingsBuildings
ElectricityElectricity
BiomassBiomass
TransportationTransportation
Hydrogen & Hydrogen & Fuel CellsFuel CellsOceanOcean
International Programs Strategic Analysis Integrated Programs
NATIONAL RENEWABLE ENERGY LABORATORY
Center for Transportation Technologies and Systems
Emphasis on light, medium, and heavy duty vehicles
NATIONAL RENEWABLE ENERGY LABORATORY
NREL Energy Storage Projects
NREL projects are aimed at supporting the major elements of DOE’s integrated Energy Storage Program to develop advanced energy storage
systems with industry meeting DOE’s targets for electric-drive vehicle applications.
NATIONAL RENEWABLE ENERGY LABORATORY 7
Outline of the Presentation
Introduction to NREL
Introduction to Electric Drive Vehicles (EDVs)
Battery Technologies for HEVs, PHEVs & EVs
Battery Requirements for EDVs
Concluding Remarks
Focus will be on light duty vehicles here.
NATIONAL RENEWABLE ENERGY LABORATORY
Spectrum of Electric Drive Vehicle Technologies
Size of Electric Motor (and associated energy storage system)
Size
of C
ombu
stion
Eng
ine
Conventional ICE Vehicles
Micro hybrids (start/stop)
Mild hybrids (start/stop + kinetic energy recovery)
Full hybrids (Medium hybrid capabilities + electric launch )
Plug-in hybrids (Full hybrid capabilities + electric range)
Electric Vehicles (battery or fuel cell)
Medium hybrids (Mild hybrid + engine assist )
Axes not to scale
NATIONAL RENEWABLE ENERGY LABORATORY
Hybrid Electric Vehicle Configurations
9
NATIONAL RENEWABLE ENERGY LABORATORY
Plug-In Vehicle Configurations
10
NATIONAL RENEWABLE ENERGY LABORATORY
Micro hybrids
Mildhybrids
Fullhybrids
Plug-in hybrids
Electric
Honda FCX
+ Electric Range
or Launch
Saturn Vue
Medium hybrids
Adapted and modified from “From Stop-Start to EV “ by Derek de Bono presented at the SAE Hybrid Vehicle Technologies Symposium , San Diego, CA, February 2010
CITROËN C3 BMW ED
Chevy TahoeChevy Malibu
Examples of Light Duty Electric Drive Vehicles in the Market
NATIONAL RENEWABLE ENERGY LABORATORY
Battery is the Critical Technology for EDVsEnables hybridization and electrification Provides power to motor for accelerationProvides energy for electric range and other auxiliariesHelps downsizing or eliminating the engineStores kinetic and braking energy
×Adds cost, weight, and volume
×Decreases reliability and durability
×Decreases performance with aging
×Raises safety concerns
Lithium-ion battery cells, module, and battery pack for the Mitsubishi iMiEV.(Courtesy of Mitsubishi.)
NATIONAL RENEWABLE ENERGY LABORATORY 13
Outline of the Presentation
Introduction to NREL
Introduction to HEVs, PHEVs and EVs
Battery Technologies for HEVs, PHEVs & EVs
Battery Requirements for EDVs
Concluding Remarks
NATIONAL RENEWABLE ENERGY LABORATORY
Battery Choices: Energy and Power
Source: www1.eere.energy.gov/vehiclesandfuels/facts/2010_fotw609.html
14
NiMH proven sufficient for
many HEVs. Still recovering early
factory investments.
Lithium ion technologies
can meet most of the required EDV targets in
the next 10 years.
NATIONAL RENEWABLE ENERGY LABORATORY 15
Qualitative Comparison of Major Automotive Battery Technologies
Attribute Lead Acid NiMH Li-IonWeight (kg)
Volume (lit)
Capacity/Energy (kWh)
Discharge Power (kW)
Regen Power (kW)
Cold-Temperature (kWh & kW)
Shallow Cycle Life (number)
Deep Cycle Life (number)
Calendar Life (years)
Cost ($/kW or $/kWh)
Safety- Abuse Tolerance
Maturity - Technology
Maturity - Manufacturing
Key
Poor
Fair
Good
NATIONAL RENEWABLE ENERGY LABORATORY 16
Li-Ion energy and power performance in the market has surpassed NiMH
Source: Reproduced from A. Fetcenko (Ovonic Battery Company) from the 23 rd International Battery Seminar & Exhibit, March 13-16, 2006, Ft. Lauderdale, FL.
Panasonic EV
Ovonic
95 Ah EV module used in Toyota RAV 4
NiMH Specific energy ranging from 45 Wh/kg to 80 Wh/kg depending on the power capability.
NATIONAL RENEWABLE ENERGY LABORATORY
Projections for Automotive Batteries
17
Hiroshi Mukainakano, AABC Europe 2010
NATIONAL RENEWABLE ENERGY LABORATORY
Challenges with Li-Ion Technologies for EDVs
18
• High cost, many chemistries, cell sizes, shapes, module configurations, and battery pack systems.
• Integration with proper electrical, mechanical, safety, and thermal management is the key.
• New developments and potential advances make it difficult to pick winners
Various sources: 2009 DOE Merit Review 2010 ETDA Conference 2010 SAE HEV Symposium
NATIONAL RENEWABLE ENERGY LABORATORY
Lithium Ion Battery Technology – Many Chemistries
Voltage ~3.2-3.8 VCycle life ~1000-5000Wh/kg >150Wh/l >400Discharge -30 to 60oCShelf life <5%/year
Source: Robert M. Spotnitz, Battery Design LLC, “Advanced EV and HEV Batteries,”
Many cathodes are possibleCobalt oxideManganese oxideMixed oxides with NickelIron phosphateVanadium oxide based
Many anodes are possibleCarbon/GraphiteTitanate (Li4Ti5O12)Titanium oxide basedSilicon basedMetal oxides
Many electrolytes are possibleLiPF6 basedLiBF4 basedVarious solid electrolytesPolymer electrolytesIonic Liquids
NATIONAL RENEWABLE ENERGY LABORATORY
Electrochemical Window in Lithium Ion Batteries
20
NATIONAL RENEWABLE ENERGY LABORATORY 21
Characteristics of Cathode Materials
Mixed metal oxide cathodes are replacing cobalt oxide as the dominant chemistryMn2O4 around for many years – good for high power; improvements in high temperature stability reported recently.LiFePO4 is now actively pursued by many as the cathode of choice for vehicle applications
- safe on overcharge - need electronics to accurately determine SOC - may require larger number of cells due to lower cell voltage
Other high voltage phosphates are currently being considered
Theoretical values for cathode materials relative to graphite anode and LiPF6 electrolyte
*Sources: Robert M. Spotnitz, Battery Design LLC,
Material Δx mAh/g Avg. V Wh/kg Wh/lLiCoO2 (Cobalt)* 0.55 151 4.00 602 3073LiNi0.8Co0.15Al0.05O2 (NCA)* 0.7 195 3.80 742 3784LiMn2O4 (Spinel)* 0.8 119 4.05 480 2065LiMn1/3Co1/3Ni1/3O2 (NMC 333)* 0.55 153 3.85 588 2912LiMnxCoyNizO2 (NMC non-stoichiometric) 0.7 220 4.0 720 3600LiFePO4 (Iron Phosphate)* 0.95 161 3.40 549 1976
NATIONAL RENEWABLE ENERGY LABORATORY 22
Many Commercial Cathode Oxide Based Li-Ion Batteries are Available
Johnson Control - SaftAltair NanotechnologiesLG ChemElectrovayaDow KokamSK InnovationNEC/NissanGS YuasaSonySanyoSamsungPanasonicLishenPionicsOther Chinese companies
CALSTART Energy Storage Compendium Conhttp://www.calstart.org/Libraries/Publications/Energy_Storage_Compendium_2010.sflb.ashx
NATIONAL RENEWABLE ENERGY LABORATORY 23
Lithium Iron Phosphate (LiFePO4) Cathodes + High stability and non-toxic+ Good specific capacity+ Flat voltage profile+ Cost effective (less expensive cathode)
+ Improved safetyIssues addressed recently:– Lower voltage than other cathodes (Alternate phosphates – manganese, vanadium etc. are currently being investigated)
– Poor Li diffusion (DLi~ 10-13 cm2/Sec)(Overcome by doping the cathode)
– Poor electronic conductivity (~ 10-8 S/cm) (Overcome by blending/coating with conductive carbon)
Other approaches used to overcome poor characteristics:– Use nano LiFePO4 – carbon composite– Use larger number of cells– Nano structured materials
Source: Various papers from the 23rd International Battery Seminar & Exhibit, March 13-16, 2006, Ft. Lauderdale, FL.
Source: On line brochures from Valence Technology, http://www.valence.com/ucharge.asp
NATIONAL RENEWABLE ENERGY LABORATORY 24
Improvements in Phosphate-based CathodesValence Technology 18650 Cells100 Wh/kg in cell 84 Wh/kg in U Charge module
The battery with standard lead acid battery form factor includes a battery management system.
Source: 2006 On line brochures from Valence Technology, http://www.valence.com/ucharge.asp
Source: Andrew Chu (A123 Systems) from the 23rd International Battery Seminar & Exhibit, March 13-16, 2006, Ft. Lauderdale, FL.
A123 Systems with 26650 Cells 100 Wh/kg
Newer Phosphates
Voltage Vs Li
Iron 3.6 V
Manganese 4.1 V
Cobalt 4.8 V
Nickel 5.1 V
Under R&D
3.2Ah Real Capacity15mOhm
NATIONAL RENEWABLE ENERGY LABORATORY 25
Improvements on the Anode - Titanate
Altair Nanotechnologies Inc.
Improved low temperature performance 80-100 Wh/kg2000-4000 W/kg
Source: E. House (Altair Nanotechnologies) from the 23rd International Battery Seminar & Exhibit, March 13-16, 2006, Ft. Lauderdale, FL.
NATIONAL RENEWABLE ENERGY LABORATORY 26
Improvements on the Anode - SiliconAdvantages:- Very high theoretical capacity- No lithium deposition- High rate capability- No need for an SEIIssues at hand:- High volume expansion- Low cell voltage- Poor cyclability
25 nm
100 nm 500 nm
1000 nm
Recent (2011) reports on SiO Carbon Composite Anodes
NATIONAL RENEWABLE ENERGY LABORATORY
Improvements to Other Components
27
LG Chem’s Safety Reinforcing Separator (SRS)Dow’s High Temperature Electrolytes
claim to be stable up to 5 V Binders:- Shift from fluoride-based binders- SBR and CMC increasingly popular
Conductive Coatings
Separators
NATIONAL RENEWABLE ENERGY LABORATORY 28
Battery Material Myths and Practical Limitations
“Description” Issue
MIT battery material could lead to rapid recharging of many devices - March 2009www.eurekalert.org/pub_releases/2009-03/miot-mbm030909.php
Fast charging lithium batteries might reach the market in 2 to 3 years.A small battery that could be fully charged or discharged in 10 to 20 seconds
Prof. Ceder was on NPR pleading the media to stay away from unreasonable extrapolations – the observed enhancements in transport of lithium ions were limited to one component – the positive electrode; the other electrode continues to be plagued by the traditional issues.
Breakthrough lithium battery charges to 90% in just 5 minuteswww.gizmag.com/toshiba-scib-super-charge-lithium-battery/8506/
Full Recharge in < 10 Minutes http://www.toshiba.com/ind/data/tag_files/SCiB_Brochure_5383.pdf
The titanate based negative electrodes did solve the lithium plating upon super-fast charge in the traditional carbon-based cells.
The average cell voltage was reduced to 2.4 V (compare at 3.5 V for carbon-based); resulting in larger size batteries.
NATIONAL RENEWABLE ENERGY LABORATORY 29
Material Myths and Practical Limitations
“Description” IssueFabrication of a lithium-ion battery that can be 90% charged in 2 minuteshttp://www.nature.com/nnano/journal/vaop/ncurrent/full/nnano.2011.38.html
One more time: the real problem is in the negative electrode!
Li-ion: nanostructures allow 50x fast chargehttp://www.electronicsweekly.com/Articles/2011/01/07/50237/Li-ion-nanostructures-allow-50x-fast-charge.htm
Silicon particles shaped like ice-cream scoops were used to accommodate for cell-swelling (silicon does not have the plating problem, but swells a lot).Issue at hand: lower cell voltage; stability of the silicon electrode.
4000 mAh/g capacity for Silicon based anodes will reduce lithium battery size by ten timeshttp://www.treehugger.com/files/2009/09/silicon-nanotubes-anodes-boost-lithium-ion-battery-capacity-10x.php
For the battery size to be reduced as claimed, all of the following criteria must be met:- the anode and the must be able to take ten times the amount of lithium- the cell voltage must be at par with conventional chemistries- cycle life must be at par with conventional chemistries
NATIONAL RENEWABLE ENERGY LABORATORY
Chevy Volt Nissan Leaf Prius PHEV
30
http://autogreenmag.com/tag/chevroletvolt/page/2/
http://inhabitat.com/will-the-nissan-leaf-battery-deliver-all-it-promises/
http://www.toyota.com/esq/articles/2010/Lithium_Ion_Battery.html
http://www.caranddriver.com/news/car/10q4/2012_mitsubishi_i-miev_u.s.-spec_photos_and_info-auto_shows/gallery/mitsubishi_prototype_i_miev_lithium-ion_batteries_and_electric_drive_system_photo_19
i-MiEV Ford Focus Fiat 500 EV
http://www.metaefficient.com/cars/ford-focus-electric-nissan-leaf.html
http://www.ibtimes.com/articles/79578/20101108/sb-limotive-samsung-sdi-chrysler-electric-car.htm
Battery Packs in Some EDVs
NATIONAL RENEWABLE ENERGY LABORATORY
Relationship between Car Makers and Battery Makers
31
Toyota
Honda
Nissan
Mitsubishi
Isuzu
Mitsubishi Fuso
Hino
Daihatsu
SubaruPEVE
Panasonic
Automotive EnergySupply
LEJ
J ohnson Control- Saft
Cobasys/ A123
Hitachi Vehicle Energy
Sanyo
NiMH Makers LIB MakersCar Makers
Ford
Daimler
VW/ Audi
PEVE or Toyota in- house
Cobasys
NEC/ NEC Tokin
Mitsubishi Corp.
GS Yuasa
Toyota System
GM- Daimler- BMW System
Batt.Supply
Investment
Batt.Supply
Investment
50%
50%
34%
51%
15%
※ including plan & assumption Hyundai LG Chemical
60%
40%
Hitachi Maxell
Hitachi
Shin- kobe
63.8%
28.9%
7.3%Compact Power
GM
Sanyo
Pb
Pb
© Nomura Research Institute, Ltd.
NATIONAL RENEWABLE ENERGY LABORATORY
2009 Recovery Act - Battery Manufacturing Expected to Lower the Cost
32
Complete List available at http://www1.eere.energy.gov/recovery/pdfs/battery_awardee_list.pdf
NATIONAL RENEWABLE ENERGY LABORATORY
2009 Recovery Act – Electrification of VehiclesExpected to better understand value and cost
33
NATIONAL RENEWABLE ENERGY LABORATORY
Battery Materials Update: No major change in commercial trends
34
High Voltage Electrolytes (5V) using modified sulfones- ANL, Dow, Dupont have products under development
Other Phosphates Voltage Vs Li
Iron 3.6 V
Manganese 4.1 V
Cobalt 4.8 V
Nickel 5.1 V
Mixed metal oxide cathodes (> 200 mAh/g)
Separators:
Ceramic ReinforcedHigh Temperature Stability(Energain from DupontHTMI from Celgard)
Binders:
- Shift from fluoride-based binders- SBR and CMC increasingly popular
NATIONAL RENEWABLE ENERGY LABORATORY 35
4000
50%
70%
Battery Cycle Life Depends on State of Charge Swing
• PHEV battery likely to deep-cycle each day driven: 15 yrs equates to 4000-5000 deep cycles• Also need to consider combination of high and low frequency cycling
Source: Christian Rosenkranz (Johnson Controls) at EVS 20, Long Beach, CA, November 15-19, 2003
NATIONAL RENEWABLE ENERGY LABORATORY
0 0.2 0.4 0.61
1.05
1.1
1.15
1.2
1.25
1.3
1.35
Time (years)
Rel
ativ
e R
esis
tanc
e
304047.555
Calendar (Storage) Fade Source: Bloom and Battaglia , 2008
Battery Degrades Faster at Higher Temperatures
36
Temperature (⁰C)Re
lativ
e Po
wer
NATIONAL RENEWABLE ENERGY LABORATORY 37
Outline of the Presentation
Introduction to NREL
Introduction to Electric Drive Vehicles (EDVs)
Battery Technologies Choices for HEVs, PHEVs & EVs
Battery Requirements for EDVs
Concluding Remarks
NATIONAL RENEWABLE ENERGY LABORATORY
Energy Storage Requirements(Power, Energy, Cycle Life, Calendar Life, and Cost)
• Vehicle size (weight and shape) • Electrification/hybridization purpose
• Start/stop• Assist or launch• Electric drive
• Degree of hybridization• Driving profiles and usage• Auxiliary or accessory electrification• Expected fuel economy• Electric range• Energy storage characteristics (acceptable SOC range)
Vehicle simulation tools are usually used to estimate power and energy needs. Economics and market needs are used to identify life and cost.
NATIONAL RENEWABLE ENERGY LABORATORY 39
Energy Need in Light-Duty Electric-Drive Vehicles
NiMH and Li-ion: YesUcap: LikelyUcap + VRLA: Possible
Micro Hybrids (12 V-42 V: Start-Stop, Launch Assist)
NiMH: NoLi-ion: Yes Ucaps + high energy Li-ion : Possible
Plug-in HEV (and EV)
NiMH and Li-ion: Yes Ucaps: Likely if Fuel Cell is not downsizedUcaps + (NiMH or Li-Ion): Possible
Fuel Cell Hybrids
NiMH and Li-ion: Yes Ucaps: Possible Ucaps + (NiMH or Li-Ion): Possible
Full/Med Hybrids (150 V-350 V: Power Assist HEV)
NiMH and Li-ion: YesUcaps: Likely if engine is not downsized muchUcaps + VRLA: Possible
Mild/Med Hybrids (42 V-150 V: Micro HEV Function + Regen)
15-25 Wh
25-80 Wh
70-200 Wh
70-200 Wh
Min in use energy needed
* Energy for a ultracapacitor in combination with Li-Ion http://www.nrel.gov/vehiclesandfuels/energystorage/pdfs/45596.pdf
EV: 20 -40 kWh
Energy Storage Technology
PHEV :5-15 kWh(50-90 Wh*)
NATIONAL RENEWABLE ENERGY LABORATORY 40
Power Need in Light-Duty Electric-Drive Vehicles
NiMH and Li-ion: YesUcap: LikelyUcap + VRLA: Possible
Micro Hybrids (12 V-42 V: Start-Stop, Launch Assist)
NiMH: NoLi-ion: Yes Ucaps + high energy Li-ion : Possible
Plug-in HEV (and EV)
NiMH and Li-ion: Yes Ucaps: Likely if Fuel Cell is not downsizedUcaps + (NiMH or Li-Ion): Possible
Fuel Cell Hybrids
NiMH and Li-ion: Yes Ucaps: Possible Ucaps + (NiMH or Li-Ion): Possible
Full/Med Hybrids (150 V-350 V: Power Assist HEV)
NiMH and Li-ion: YesUcaps: Likely if engine is not downsized muchUcaps + VRLA: Possible
Mild/Med Hybrids (42 V-150 V: Micro HEV Function + Regen)
3-5 kW
5-15 kW
15-50 kW
15-50 kW
Range of Power needed
* Energy for a ultracapacitor in combination with Li-Ion http://www.nrel.gov/vehiclesandfuels/energystorage/pdfs/45596.pdf
EV: 80–120 kW
Energy Storage Technology
PHEV: 20-50 kW
NATIONAL RENEWABLE ENERGY LABORATORY
USABC/FreedomCAR Battery Requirements
Developed jointly by U.S. DOE (with supports from National Labs), automotive OEMs (through USABC), with input from battery industryRequirements and targets are specified to make electric drive vehicles eventually competitive with conventional ICE vehicles on mass-produce scale
– Some mid range targets defined to promote the development of intermediate technology to aid advanced automotive battery industry to establish itself.
– Intermediate and less aggressive targets make some vehicles useful for demonstration purposes, niche markets, or new business models.
Published tables with detailed specifications provided next, but important specifications are highlighted
41
NATIONAL RENEWABLE ENERGY LABORATORY
USABC Available Energy is Defined when Power Requirements Are Met at Charge and Discharge
42
Available Energy
NATIONAL RENEWABLE ENERGY LABORATORY
Energy Storage Requirements for Micro Hybrids(At End of Life)
43
http://www.uscar.org/guest/article_view.php?articles_id=85
NATIONAL RENEWABLE ENERGY LABORATORY
Energy Storage Requirements for Micro Hybrids(At End of Life)
44
Discharge Power: 6 kW for 2s
Available Energy: 30 Wh at 1 kW
rate
Cycle life: 750,000
(150,00Miles)
Weight and Volume
Restrictions
Calendar life:15 years
Mass produce system price: $80
($13.3/kW)
http://www.uscar.org/guest/article_view.php?articles_id=85
NATIONAL RENEWABLE ENERGY LABORATORY
Energy Storage Requirements for Low Voltage Mild Hybrids
http://www.uscar.org/guest/article_view.php?articles_id=85
NATIONAL RENEWABLE ENERGY LABORATORY
Energy Storage Requirements for Low Voltage Mild Hybrids
http://www.uscar.org/guest/article_view.php?articles_id=85
Discharge Power: 13 kW
for 2s
Available Energy: 300 Wh at 3 kW
rate
Cycle life: 450,000
(150,00Miles)
Weight and Volume
Restrictions
Calendar life at30⁰C: 15 years
Mass produce system price: $260
($20/kW)
NATIONAL RENEWABLE ENERGY LABORATORY 47
For Medium or Full Hybrids, and Fuel Cell Vehicles
http://www.uscar.org/guest/article_view.php?articles_id=85
At End Of Life
NATIONAL RENEWABLE ENERGY LABORATORY 48
For Medium or Full Hybrids, and Fuel Cell Vehicles
http://www.uscar.org/guest/article_view.php?articles_id=85
Available Energy = 300 Wh at C1/1 rate
Calendar Life at 30°C = 15 Years
Cycle Life (charge sustaining) = 300,000 cycles (150,000 Miles)
Peak Power Discharge (10S) = 25 kW
At End Of Life
Cost for mass produce system = $500 ($20/kW)
NATIONAL RENEWABLE ENERGY LABORATORY
A New USABC Requirements for Lower-Energy Energy Storage System
49
USABC Requirements at End of Life for LEESS PA HEV
End of Life Characteristics Unit PA (Lower Energy)
2s / 10s Discharge Pulse Power kW 55 20 2s / 10s Regen Pulse Power kW 40 30 Discharge Requirement Energy Wh 56 Regen Requirement Energy Wh 83 Maximum current A 300 Energy over which both requirements are met Wh 26 Energy window for vehicle use Wh 165 Energy Efficiency % 95 Cycle-life Cycles 300,000 (HEV) Cold-Cranking Power at -30ºC (after 30 day stand at 30 oC) kW 5 Calendar Life Years 15 Maximum System Weight kg 20 Maximum System Volume Liter 16 Maximum Operating Voltage Vdc 400 Minimum Operating Voltage Vdc 0.55 Vmax Unassisted Operating Temperature Range ºC -30 to +52
30 o -52o % 100 0o % 50
-10o % 30 -20o % 15 -30o % 10
Survival Temperature Range ºC -46 to +66 Selling Price/System @ 100k/yr) $ 400
Available Energy = 26 WhEnergy Window Use = 165 Wh
The purpose is to enable and develop very high power Energy storage systems with potentially lower cost than high power batteries since fuel economy of Power Assist HEVs is still good with low energy ESS.
www.uscar.org/commands/files_download.php?files_id=219
NATIONAL RENEWABLE ENERGY LABORATORY 50
http://www.uscar.org/guest/article_view.php?articles_id=85
NATIONAL RENEWABLE ENERGY LABORATORY 51http://www.uscar.org/guest/article_view.php?
articles_id=85
Available Energy = 11.6 kWh (ΔSOC = 70%)Capacity (EOL) = 16.6 kWh
Calendar Life at 35°C = 15 Years
Cost for mass produce system = $3,400($300/kWh available energy)
Cycle Life (charge depleting) = 5000 cycles
Peak Power Discharge (10S) = 38 kW C-rate ~ 10-15 kW
Cycle Life (charge sustaining) =200K-300K cycles
40 Mile EV
Range
NATIONAL RENEWABLE ENERGY LABORATORY 52
http://www.uscar.org/guest/article_view.php?articles_id=85
NATIONAL RENEWABLE ENERGY LABORATORY 53
http://www.uscar.org/guest/article_view.php?articles_id=85
Available Energy = 40 kWh at C/3 rate
Cycle Life (full charge depleting) = 1000 cycles (150,000 Miles)
Peak Power Discharge (10S) = 80 kW
Cost for mass produce system = $500 ($150/kWh)
Calendar Life at 30°C = 15 Years
NATIONAL RENEWABLE ENERGY LABORATORY
Summary DOE and USABC Battery Performance Targets
DOE Energy Storage Goals HEV (2010) PHEV (2015) EV (2020)
Equivalent Electric Range (miles) N/A 10-40 200-300
Discharge Pulse Power (kW) 25 38-50 80
Regen Pulse Power (10 seconds) (kW) 20 25-30 40Recharge Rate (kW) N/A 1.4-2.8 5-10
Cold Cranking Power @ -30 ºC (2 seconds) (kW) 5 7 N/AAvailable Energy (kWh) 0.3 3.5-11.6 30-40
Calendar Life (year) 15 10+ 10Cycle Life (cycles) 3000 3,000-5,000, deep
discharge 750+, deep discharge
Maximum System Weight (kg) 40 60-120 300Maximum System Volume (l) 32 40-80 133
Operating Temperature Range (ºC) -30 to +52 -30 to 52 -40 to 85
Source: David Howell, DOE Vehicle Technologies Annual Merit Review
NATIONAL RENEWABLE ENERGY LABORATORY
• Safety (abuse tolerance, one cell will have an event) • Cost/value• Long life/durable• Manufacturability• Recyclability• Diagnostics• Maintenance/Repair• Packaging – Structural and connections• Thermal Management – Life (T), performance (T), safety
• Impedance Change with Life – impact on thermal management and design for end of life
• Electrical Management – Balancing, performance , life, safety • Control/ Monitoring
• Gauge (capacity, power, life)
Integrating Cells into Packs
Cylindrical vs. flat/prismatic designs
Many small cells vs. a few large cells
NATIONAL RENEWABLE ENERGY LABORATORY 56
Battery Packaging?
Many small cells – Low cell cost (commodity market)– Improved safety (faster heat rejection)– Many interconnects– Low weight and volume efficiency– Reliability (many components, but some redundancy) – Higher assembly cost– Electrical management (costly)– Life
Fewer large cells– Higher cost– Increased reliability– Lower assembly cost for the pack– Higher weight and volume efficiency– Thermal management (tougher)– Safety and Degradation in large format cells– Better Reliability (lower number of components)– Life
NATIONAL RENEWABLE ENERGY LABORATORY 57
Battery Energy Requirements for Heavy-Duty EDV
The energy efficiency of light-duty vehicles are about 200 to 400 Whr/mile
– 5 to 12 kWhr battery for 30 mile– 2 Second power: 30 to 60 kW– P/E from 2 to 15
Sprinter PHEV consumes about 600 Whr/mile in charge depleting (CD) mode
Heavy-duty vehicles could consume from 1000 to 2000 Whr/mile
– 30 to 60 kWh battery for 30 mile range– Volume, weight, and cost are big issues– Thermal management is a concern
NATIONAL RENEWABLE ENERGY LABORATORY 58
Concluding Remarks
Batteries with high power to energy ratios are needed for HEVs
Batteries with low power to energy ratios are needed for EVs and PHEVs
Expansion of the energy storage system usable state of charge window while maintaining life will be critical for reducing system cost and volume, but could decrease the life.
The key barrier to commercialization of PHEVs and EVs are battery life, packaging, and cost.
NATIONAL RENEWABLE ENERGY LABORATORY 59
Acknowledgments
DOE Program Support– Dave Howell– Tien Duong– Brian Cunningham
NREL Technical Support– Shriram Santhanagopalan – Anne Dillon– Matt Keyser– Kandler Smith – Gi-Heon Kim– Jeremy Neubauer
NATIONAL RENEWABLE ENERGY LABORATORY
Thank You!
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nrel.gov/vehiclesandfuels/energystorage/