battery choices april 2011

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


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


Center for Transportation Technologies and Systems

Emphasis on light, medium, and heavy duty vehicles


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.







Concluding Remarks

Focus will be on light duty vehicles here.


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


Hybrid Electric Vehicle Configurations

9


Plug-In Vehicle Configurations

10


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


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.)




Introduction to HEVs, PHEVs and EVs



Concluding Remarks


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.


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


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.


Projections for Automotive Batteries

17

Hiroshi Mukainakano, AABC Europe 2010


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


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


Electrochemical Window in Lithium Ion Batteries

20


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


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


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


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


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.


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


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


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.


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


Chevy Volt Nissan Leaf Prius PHEV

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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


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.


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


2009 Recovery Act – Electrification of VehiclesExpected to better understand value and cost

33


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


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


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





Battery Technologies Choices for HEVs, PHEVs & EVs


Concluding Remarks


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.


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*)


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


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


USABC Available Energy is Defined when Power Requirements Are Met at Charge and Discharge

42

Available Energy


Energy Storage Requirements for Micro Hybrids(At End of Life)

43

http://www.uscar.org/guest/article_view.php?articles_id=85


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)



Energy Storage Requirements for Low Voltage Mild Hybrids



Energy Storage Requirements for Low Voltage Mild Hybrids


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)


For Medium or Full Hybrids, and Fuel Cell Vehicles


At End Of Life


For Medium or Full Hybrids, and Fuel Cell Vehicles


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)


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 51http://www.uscar.org/guest/article_view.php?

articles_id=85

Available Energy = 11.6 kWh (ΔSOC = 70%)Capacity (EOL) = 16.6 kWh


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



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)



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


• 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


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


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


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.


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


Thank You!

[email protected]

60

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battery choices april 2011

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