Post on 05-Feb-2018
Electric Battery
Actual and future Battery
Technology Trends
Division PowertrainBU Hybrid and Electric Vehicle
1 / Peter Birke / May 2010 © Continental AG
Peter BirkeSenior Technical Expert Battery SystemsBusiness Unit Hybrid Electric VehiclesDivision PowertrainContinental AGCo-authors: Michael Keller, Michael Schiemann
Prague, May 6th, 2010
1789 - Luigi Galvani
1801 - Alessandro Volta
Introduction and short historical overviewBatteries first steps
1802 - Johann Wilhelm Ritter
Division PowertrainBU Hybrid and Electric Vehicle
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Experiments with frogs‘ legs
Battery with alternating one upon the other stacked Copper and Zinc plates (Cu/Zn). The plates were separated by cloths, which
Introduction and short historical overview
The plates were separated by cloths, which have been soaked by acid.
Ritter‘s column (first secondary battery)In 1802 he built the first accumulator with 50 copper discs separated by cardboard disks moistened by a salt solution.
Introduction and short historical overviewBatteries “Walk Of Fame”
1991 Introduction of Lithium – Ion batteries (Sony): Cobalt based
1996 Manganese based Lithium-
1930 Nickel Zinc battery
1950er serial production of sealed Nickel Cadmium production
1972 Development of NaS (Sodium-Sulphur batteries) high temperature batteries
1991 Introduction of Lithium – Ion batteries (Sony): Cobalt based
Ene
rgy
dens
ity E
[Wh/
kg]
Division PowertrainBU Hybrid and Electric Vehicle
3 / Peter Birke / May 2010 © Continental AG
1859 Gaston Planté – first lead acid battery
1899 Waldemar Jungner
1901 Thomas Alva Edison
1930 Nickel Zinc battery
Introduction and short historical overview
Ion batteries (Sony): Cobalt based
Ion batteries – cost optimized
1999 Lithium ion polymer
2004 Introduction LiFePO4 cathode material
2002 Introduction of NMC cathode material
1930 Nickel Zinc battery - Drumm
1950er serial production of sealed Nickel Cadmium production
Begin of 80er CSIR Laboratory development of NaNiCl (Sodium-Nickelchloride) ZEBRA battery
1983 Lithium metal rechargeable - Moli
1990 Introduction of NiMH batteries (Sanyo) with higher energy density and banned Cadmium
Ion batteries (Sony): Cobalt based
first lead acid battery
1899 Waldemar Jungner - first Nickel Cadmium battery (pocket plates)
1901 Thomas Alva Edison – Nickel Iron battery
1930 Nickel Zinc battery - Drumm
Battery types - historical overview Comparison of energy densities
Theoretical energy density
Practical energy density
High temperature battery
40 W
h/kg
161
Wh/
kg
240
Wh/
kg
45 W
h/kg
320
Wh/
kg
80 W
h/kg
300
Wh/
kg
80 W
h/kg
Division PowertrainBU Hybrid and Electric Vehicle
4 / Peter Birke / May 2010 © Continental AG
Pb NiCd NiZn NiMH
20 –
40 W
h/kg
161
Wh/
kg
25 –
45 W
h/kg
45 –
80 W
h/kg
45 –
80 W
h/kg
historical overview
720
Wh/
kg
795
Wh/
kg
kg
435
Wh/
kg
90 W
h/kg
110
Wh/
kg
90 –
140
Wh/
kg
450
Wh/
kg
70 –
200
Wh/
kg
720
Wh/
kg
ZnBr NaNiCl NaS Li-Ion
50 –
90 W
h/kg
80 – 90
The active material of the lead acid system reacts with the electrolyte (the sulphur of sulphuric acid is inside the plates after discharge reaction).As a result the active material electrode structure becomes disoriented due to active mass displacement resulting in decreased cycle life time.
Introduction short historical overviewElectrode reaction principle of different battery types
resulting in decreased cycle life time.
Modern battery systems like Li-Ion and NiMH cells base on principle of intercalation (both electrodes), NiCd was the first system showing up one intercalation electrode (Ni(OH)2).
Division PowertrainBU Hybrid and Electric Vehicle
5 / Peter Birke / May 2010 © Continental AG
The active material is intercalated inside the grid structure and back (swing principle), the electrolyte is not a part of chemical reaction(thus a high cycle life time results).
The active material of the lead acid system reacts with the electrolyte (the sulphur of sulphuric acid is inside the plates after discharge reaction).As a result the active material electrode structure becomes disoriented due to active mass displacement
Introduction short historical overviewElectrode reaction principle of different battery types
breakthrough
Batteries for hybrid and electric vehiclesFuture development trends powered by vehicle requirements
Hybrid vehicle
Pow
er d
ensi
ty [W
hkg]
Division PowertrainBU Hybrid and Electric Vehicle
6 / Peter Birke / May 2010 © Continental AG
Energy density [Wh/kg]
Batteries for hybrid and electric vehiclesFuture development trends powered by vehicle requirements
Hybrid vehicle
Electric vehicle
Energy density [Wh/kg]
Lithium-Ion batteries trendsElectric Battery 20xx, quo vadis?
Higher energy density (EV, Consumer-Market, especially
portable devices)
Higher currentdensities (e.g. HEV, PHEV, densities (e.g. HEV, PHEV,
power tools)
Alternative active materials, which require less
supervising hardware (e.g. less sophisticated voltage
control)
Division PowertrainBU Hybrid and Electric Vehicle
7 / Peter Birke / May 2010 © Continental AG
Due to increasing different demands there will be a larger variety in cell types and also different electrochemistries.
Higher energy density (EV, Market, especially
portable devices)
Lower costs for „Low end“ products
Low cost active materials for applications with reduced
demands (e. g. less capacity, power)
products
Due to increasing different demands there will be a larger variety in cell types and also different electrochemistries.
Lithium-Ion batteries … the challenges are also on system level
2020
2030
Ene
rgy
dens
ity [W
h/kg
]
Division PowertrainBU Hybrid and Electric Vehicle
8 / Peter Birke / May 2010 © Continental AG
Cell level System level
… the challenges are also on system level
2030 High integrated electronics, new electro-mechanical components and
2015
components and new package design give potentials for future energy increase on system level
System level
*@ 100 % SOC @ 1h @ 20°C 50 Ah cell
Energy Storage Systems - ComponentsElectromechanical components and electronic components
Fuses and current sensingProtection against electrical overload
Switches and Service disconnectHV disconnect in service case Support emergency shut-off
Protection against electrical overload
Division PowertrainBU Hybrid and Electric Vehicle
9 / Peter Birke / May 2010 © Continental AG
HV Connectors and wiringVehicle power interface
Modular Li-Ion Energy Storage System Concept
ComponentsElectromechanical components and electronic components
Software
+
BMCCalculation general condition of batteryInput of max. charge / discharge currentMonitoring of isolation Control of main relay, pre-charge deviceIsolation of control voltage and battery voltage
CSCActive balancing of Li-Ion cells Measuring of temperature
Ion Energy Storage System Concept
Lithium-Ion batteries Challenges on cell and on system level
100%
Weight distribution Mild hybrid battery (H7 packaging)
C 1
0 se
c)Packaging13 %
7 %Electronics & Electromechanical components (fuses, HV connectors, wiring)
80%
60%
40%Cell pack
Wei
ght [
%]
HE
V b
atte
ry (
20 k
W @
25°C
10
sec)
70 %
10 % Cooling
Packaging13 %
Division PowertrainBU Hybrid and Electric Vehicle
10 / Peter Birke / May 2010 © Continental AG
0%
20%
HE
V b
atte
ry (
20 k
W @
25
Challenges on cell and on system level
Electronics & Electromechanical components (fuses, HV connectors, wiring)
Hig
h in
tegr
atio
nH
igh
inte
grat
ion
Cus
tom
ized
ModularCustomized
Cus
tom
ized
100%
Successful weight reduction on system levelJump from first to second generation
-2% -4%Improved housing
High integrated Electronics
20%
80%
60%
40%Wei
ght
[%]
Division PowertrainBU Hybrid and Electric Vehicle
11 / Peter Birke / May 2010 © Continental AG
0%
20%
2009
Successful weight reduction on system level
-2%-10% optimized cell design
Reduced sealing
Improved housing Optimized internal accomplishment
Reduced sealing compound
Outlook
2012 2015
Li-Ion battery systemPower density and energy density development is necessary but ….
[W/l]
Power density
2008
2012
2016
2030
20082030
HEV cells
EV cells
0 5,000 10,0000
10,000
Division PowertrainBU Hybrid and Electric Vehicle
12 / Peter Birke / May 2010 © Continental AG
- @ 100 % SOC @ 10s @ 20°C(typical SOC HEV 50 % - 60 %)
- Cell volume without tabs
[W/kg]0 5,000 10,000
Power density and energy density development is necessary but ….
[Wh/l]
Energy density
2012
2016
2008
2030
2008
2012
20162030
HEV cells
EV cells
0 100 200 300
200
400
0
[Wh/kg]
- Cell volume without tabs
0 100 200 300
Lithium-Ion batteries Cathode materials – future potential of Phosphates for Li
LiNiPO4
LiCoPO4
LiMnPO 4,1VLiMnPO4
LiFePO4
LiAl0,05Co0,15Ni0,8O2
LiCoO2
LiNi1/3Co1/3Mn1/3O2
4,1V
3,2V
3,6V
3,6 V
Division PowertrainBU Hybrid and Electric Vehicle
13 / Peter Birke / May 2010 © Continental AG
0 100 200 300 400
Source: Dr. Wohlfahrt
LiCoO2
LiMn2O4
Theoretical spec. energy [Wh/kg]
3,9V
future potential of Phosphates for Li-technology
tom
orro
w
5,1V
4,8V
4,1V tom
orro
w
toda
y
High energy and high intrinsic safety
4,1V
3,6 V
400 500 600 700
Source: Dr. Wohlfahrt-Mehrens, ZSW
Theoretical spec. energy [Wh/kg]
Future cell systemsDevelopment of energy
Future development directionTheoretical energy density
Practical energy density
Ene
rgy
dens
ity [W
h/kg
] Laboratory samples
Future evelopment of energy
80 W
h/kg
130
–…
Wh/
kg
70 -
250
Wh/
kg
320
Wh/
kg
450
Wh/
kg
Division PowertrainBU Hybrid and Electric Vehicle
14 / Peter Birke / May 2010 © Continental AG
Li/S
45 –
80 W
h/kg
NiZn Li-Ion
320
Wh/
kg
3500
Wh/
kg
650
Wh/
kg … 3
500
Wh/
kgFuture development direction
1160
0 W
h/kg
… 2
000
Wh/
kg
3500
Wh/
kg
650
Wh/
kg … 3
500
Wh/
kg
… 2
000
Wh/
kgLi/Sx
Li/MeOzLi/MeFy Li/F2 Li/O2
New Battery trendsLithium + … Sulfur
Negative Electrode: Lithium metal (electrodeposited and sandwiched between current collector and stabilization layers
Electrolyte: Organic based
Positive Electrode: Sulphur with carbonPositive Electrode: Sulphur with carbon
Division PowertrainBU Hybrid and Electric Vehicle
15 / Peter Birke / May 2010 © Continental AG
Challenges: Safety and life time (especially over cycles)
Negative Electrode: Lithium metal (electrodeposited and sandwiched between current collector and stabilization layers
Negative conductor
Separator
Negative electrode
Positive conductor
Challenges: Safety and life time (especially over cycles)
Separator
Positive electrode
New Battery trendsLithium + … Fluorine
Negative Electrode: Lithium metal (electrodeposited and sandwiched between current collector and stabilization layers
Electrolyte: Solid State, Polymer
Positive Electrode: MexFy (Me: Metal) in Matrix
Challenges:
Division PowertrainBU Hybrid and Electric Vehicle
16 / Peter Birke / May 2010 © Continental AG
Challenges: High temperature requiredExcellent material distribution within the matrix
Negative Electrode: Lithium metal (electrodeposited and sandwiched between current collector and
(Me: Metal) in Matrix
Excellent material distribution within the matrix
New Battery trendsLithium + … Air
Air
Division PowertrainBU Hybrid and Electric Vehicle
17 / Peter Birke / May 2010 © Continental AG
Challenges: Safety and life time (especially over cycles)
Oxygen permable membrane
Composite carbon electrode onNi current collector (Cathode)
Solid polymer electrolyte
Li on Ni current collector (Anode)
Metallized plastic envelope
Challenges: Safety and life time (especially over cycles)
Outlook cell technologiesCell technologies in dependence on applications
Mic
ro H
EV
2010 2020
VRLA & FLA VRLA / Li
VRLA & DLC VRLA & ECCAP
Mild
HE
VP
lug
In H
EV
Li-Ion / NiMH Li
Li-Ion / NiMH
Division PowertrainBU Hybrid and Electric Vehicle
18 / Peter Birke / May 2010 © Continental AG
EV Li-Ion
VRLA – sealed lead acid batteries with immobilized electrolyte (absorbed glass mat batteries AGM))FLA – vented lead acid batteries with fluid electrolyteUCAP – double layer capacitor, ECCAP – double layer capacitor with extended capacityLi-Ion – Lithium-Ion battery, Li – e.g. Lithium-air , other – e. g. Nickel tin battery
Cell technologies in dependence on applications
2020 2030
DLC
FLA
VRLA / Li -Ion VRLA & Li-Ion / other
ECCAP / Li-Ion VR
LA
VRLA & Li-Ion / ECCAP / other
NiM
HH
EV
Cell
PH
EV
Cell
Li-Ion
Li-Ion / other
Li-Ion
Li -Ion
Li-Ion / Li
VR
LA
ECCAP / other
PH
EV
Cell
EV
Cell
Li-Ion
Li-Ion
Li-Ion
Li-Ion / Li
sealed lead acid batteries with immobilized electrolyte (absorbed glass mat batteries AGM)),
double layer capacitor with extended capacity, NiMH – Nickel-metal hydride batterye. g. Nickel tin battery
Li-Air
System ComparisonVision of electrical energy storage systems and operating range
Operating range [km] per weight of energy carrier [kg]
EV has weight advantage…
Gasoline
Li-Ion
Li-Fluorine
Division PowertrainBU Hybrid and Electric Vehicle
19 / Peter Birke / May 2010 © Continental AG
0% 25% 50% 75% 100%
1) Basis for comparison: Weight of powertrain + weight of energy carrier/storageICE: Vehicle with Internal Combustion Engine, EV: Electric Vehicle
km/kgkm/kg[ ]
Vision of electrical energy storage systems and operating range
Operating range [km] per weight of energy carrier [kg]
EV has weight advantage… 1)
… for almost all driving scenarios
… up to 120 kmoperating range
… up to 1,500 kmoperating range
driving scenarios
km/kgkm/kg[ ]
System ComparisonVision of electrical energy storage systems and operating range
Division PowertrainBU Hybrid and Electric Vehicle
20 / Peter Birke / May 2010 © Continental AG
Vision of electrical energy storage systems and operating range
Summary
The Li-Ion technology will become more and more the dominant technology forelectro mobility.
The Li-Ion technology has not yet reached its full potential, further improvements are still possible.
For high end applications Li (metal) technology may be the follower of Li
For low-end applications also electrochemistries such as Lead acid or Nickelwill still be interesting options.
Parallel to the evolutions on cell level, the development on system level such as electronics, electromechanical components, software, battery algorithms, thermal
Division PowertrainBU Hybrid and Electric Vehicle
21 / Peter Birke / May 2010 © Continental AG
electronics, electromechanical components, software, battery algorithms, thermal management, housing will lead to decrease in volume, weight and system costs.
Ion technology will become more and more the dominant technology for
Ion technology has not yet reached its full potential,
For high end applications Li (metal) technology may be the follower of Li-Ion
end applications also electrochemistries such as Lead acid or Nickel-Zinc
Parallel to the evolutions on cell level, the development on system level such as electronics, electromechanical components, software, battery algorithms, thermal electronics, electromechanical components, software, battery algorithms, thermal management, housing will lead to decrease in volume, weight and system costs.
Thank you for your Attention
Division PowertrainBU Hybrid and Electric Vehicle
22 / Peter Birke / May 2010 © Continental AG
Thank you for your Attention