overview about lead acid batteries for future...

FCBAT

FCBAT

Overview about Lead–Acid Batteries for

Future Automobiles

Juergen Garche (Ulm University and FCBAT Ulm, Germany)

Patrick T. Moseley (formerly ILZRO, USA)

David A. J. Rand (CSRIO, Australia)

FCBAT

Outline

- Electric Vehicle Motivations

- Different Kinds of Electric Vehicles

- Micro HEVs

- Operating Conditions

- How LABs can meet these Operating Conditions?

- LABs or LIBs for Micro/Mild HEVs?

- Outlook

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Motivation – Why Electric Vehicles in General?

- Local Emissions

- Global Emissions

- Finite Resources

- Generate Jobs, Export

- Diversification of Fuel Sources (D, EU,..)

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➢ Improvement of fuel economy

➢ Reduction of CO2 emission

➢ Higher electrical functionality for greater safety and comfort

Technical Tasks

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CO2- Emission Reduction Plan

F. Logen, WORLD OF ENERGY SOLUTIONS, Stuttgart, October 10 - 12, 2016

2016 2020 2025 2035 2050

130 g/km * 95 g/km * ~50 g/km * ~0 g/km *

* in stock

0 g/km * (COP21 target)

* new vehicles

Assistance

systems

Semi-

autonomous

driving

Full

automatisationHigh

automatisation

Autonomous

traffic systems

FCBAT

Electric Vehicles

CO2 Emission Reduction Potentials

FCBAT Source: Toyota

ICE Losses 1/2

Urban Drive Cycle Energy Balance, 2005 3 L Toyota Camry

FCBAT Source: Toyota

Urban Drive Cycle Energy Balance, 2005 3 L Toyota Camry

ICE Losses 2/2

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Possible Savings

2005 3 L Toyota Camry

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EVs - Functions

Additional function

Coasting

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➢ Improvement of fuel economy

➢ Reduction of CO2 emission

➢ Higher electrical functionality for greater safety and comfort

Technical Tasks

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Higher Electrical Functionalities

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Higher Electrical Functionalities

Reduceselectricallosses

FCBAT

HE

Vs -

Ov

erv

iew + Launch

assist

Start/stop,

regenerative

braking

+ Power

assist, limited

E-drive

+ Extended

E-driveFunctionality

FCBAT

Light Vehicle Market

Source: Ch. Pillot , AVICENNE ENERGY, The rechargeable battery market 2014-2025 – 24th Edition – July 2015

reduced increasing

~59 Mio LV

~111 Mio LV

FCBAT Source: Ch. Pillot, AVICENNE ENERGY, The rechargeable battery market 2014-2025 – 24th Edition – July 2015

Light Vehicle Market - Batteries

Battery systems


OK!

Light Vehicle Market – Standard Cars


?

Light Vehicle Market – Micro HEV

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Regenerative Braking

=> Higher and Dynamic

Charge PowerOperating Conditions Changed

=> Partial State-of-Charge

What are the operation differences

between Batteries for

Standards Cars and Micro HEVs ?

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Regenerative Braking => Higher and Dynamic Charge Power

Dynamic Charge Acceptance (DCA)

DCA is quantified as the average charging

current (charge integral) over recuperation

pulses of PSoC microcycling sequences

Normalized to the battery’s

nominal capacity, i.e., A Ah-1.

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Problems:

- DCA < Ialternator

- DCA is not longtime stable

Mild

Micro

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Partial-State-Of-Charge (PSOC) Cycling Regime

No full charge

=> no gas development

=> acid stratification

=> sulfation

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Sulfation in Partial State-of-Charge (PSoC)

- Charge Potential of Negative Electrode -

Enhanced by

high rate current

= HRPSoC

Source: CSIRO

PbSO4 => Pb

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- Optimization of AM structure => AGM, EFB

- Carbon additives => AGM, EFB

- Avoid high currents => UltraBattery

for Pb-Negative High current is absorbed by

carbon layer (capacitor function)

Possibilities to reduce PSoC-Effects

FCBAT

LABs for Automotive Applications - Applications

Source: M. Gelbke, Ch. Mondoloni, Lead-Acid Batteries for Future Atomobiles, ELSEVIER, March 2017, Chapter 5


OK with LABs

But DCA must be

higher and more

longtime stable



Light Vehicle Market – Mild HEV

No pure Today-LABs

LAB in dual batteries

Special LABs?


Why not

LIBs?


FCBAT

Contra LIBs (Pro LABs):

Costs

Deep Temperature

Recyling

Safety

Pro LIBs:

Specific Energy

Specific Power

Usuable Capacity

Lifetime

Lead-Acid Batteries or Li-Ion Batteries for Micro HEVs ?

FCBAT

Mass reduction

~ 15 kg/kWh

Pro LIBs:

Specific Energy

Specific Power

Usuable Capacity

Lifetime

LIB 100 Wh/kg => 60 Ah, 13 V = 0.78 kWh => 7.8 kg

LAB 40 Wh/kg => 70 Ah, 12 V = 0.84 kWh => 21 kg


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Lifetime LIB (NMC, LFP, NCA ~ 10 years

Lifetime LIB (LTO/LFP) ~ 20 years

Lifetime LAB ~ 5 years

>2 x lifetime increase

Pro LIBs:

Specific Energy

SpecificPower

Usuable Capacity

Lifetime


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Contra LIBs:

Costs

Deep Temperature

Recyling

Safety

Source: ALABC Consortium


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150 $/kWh

Source: B. Nykvist, M. Nilson, Nature Climate Change (2015) 5, 329–332; doi:10.1038/nclimate2564

Contra LIBs:

Costs

Deep Temperature

Recyling

Safety

<150 $/kWh

are possible

2020-2025

~2 x cost increase


FCBAT Source: P. Miller, Johnson Matthey Technol. Rev., 2015, 59, (1), 4–13

Contra LIBs:

Costs

Deep Temperature

Recyling

Safety

~2 x power decrease

(@ -30 °C)



Contra LIBs:

Costs

Deep Temperature

Recyling

Safety

~2 x power decrease

(@ -30 °C)

LTO better, passive/active heating


FCBAT

SELF-HEATING All Climate Battery (ACB) - via Ni-Foil

Wang et al., Nature, 529 (2016) 515-518.

-20 °C => 0 °C, 12.5 sec , 3 % energy consumed


Contra LIBs:

Costs

Deep Temperature

Recyling - econonomy, technically possible

Safety



Contra LIBs:

Costs

Deep Temperature

Recyling

Safety - inherent problem (high energy), safe system approach


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Active and Passive Devices lead to Safe Systems

Material Cell Module Pack Battery

Source: http://www.eco-aesc-lb.com/en/product/liion_hev/

Increasing Number of Safety Devices

burst membrane mechanical cover fuse BMS

internal cell fuse cell voltage + balancer battery case

protection circuit T-sensor, etc. main switch, etc. cooling, etc.

etc.

Not all

materials are

thermally

stable

Safety is a System Approach

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Contra LIBs:

Costs - ~2 x cost increase

Deep T. - ~2 x power decrease (@ -30 °C), LTO better, passive/active heating

Recyling - economy, technical possible

Safety - inherent problem (high energy), safe system approach

Pro LIBs:

Specific Energy, specific power, usable capacity - 15 kg/kWh mass reduction

Lifetime - >2 x lifetime increase



Light Vehicle Market – Micro HEVAlso with Li-Ion Batteries

2020

LIB

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Li-Ion Battery Impact on Lead-Acid Battery Automotive Business

When will there be a significant (5 % market share) impact of LIB

Source: N. Maleschitz, Exide

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Lead-Acid Battery or Li-Ion Battery?

- Answer depends strongly on the progress in R&D of LABs

Problem

- LAB is a mature system,

therefore no government

R&D support

- Stronger R&D committment

of LAB Industry/ALABC

- EU directive on End-of Life Vehicle 2000/53/ECbans several materials (Pb, Hg, Cd, etc) from use in vehicles.

But LABs have an exemption (because no competitor), which is reviewed every five years

Public

Batt

ery

R&D

Sup

port

(2014),

mos

tly

LIB

Thielmann, A. et al., 2014: Energiespeicher für die Elektromobilität, Fraunhofer ISI

.

FCBAT

Summary

- Batteries for standard cars - Standard SLI LABs

- Battery for Micro HEVs - EFB/AGM LABs, LIBs started for premium class cars

- Battery for Mild HEVs - LIBs; EFB/AGM LABs in dual battery systems with LIBs or supercaps

- LABs Pro: Costs - 2 x cost decrease vs. LIBs

Con‘s: DCA values and their longtime stability, low R&D effort

- LIBs Pro: Specific energy/power, usable capacity; ~15 kg/kWh mass reduction vs. LABs

Lifetime - >2 x lifetime increase vs. LABs;

High R&D effort

Con‘s: Costs, 2 x cost increase vs. LABs

FCBAT

Lead–Acid Batteries for Future Automobiles

Edited by: Jürgen Garche Fuel Cell and Battery Consulting, Ulm,

Germany; Eckhard Karden Ford Motor Company, Aachen, Germany;

Patrick T. Moseley International Lead Zinc Research Organization Inc.,

Durham, North Carolina, USA; David A. J. Rand CSIRO Energy Technology,

Melbourne, Australia

Expected publishing date: March 2017

FCBAT

Ulm (Germany)

Thank you for your Attention!

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