1 Energy Storage Programeere.energy.gov The Parker Ranch installation in Hawaii Vehicle Technologies...
-
Upload
merry-elliott -
Category
Documents
-
view
219 -
download
3
Transcript of 1 Energy Storage Programeere.energy.gov The Parker Ranch installation in Hawaii Vehicle Technologies...
1 Energy Storage Program eere.energy.gov
The Parker Ranch installation in Hawaii
Vehicle Technologies Program
Electric Drive Vehicle Battery R&DDavid HowellTien Duong
November 18, 2009
Vehicle Technologies Program eere.energy.gov
$44 M
$16M
$16 M
PEV
HEV
Exploratory
FY2010 Budget: $76 MCHARTER: Advance the development of batteries and other electrochemical energy
storage devices to enable a large market penetration of hybrid and
electric vehicles.
Program targets focus on enabling market success
(increase performance at lower cost while meeting weight,
volume, and safety targets.)
2015 GOALS: Reduce production cost of a PHEV battery to $270/kWh (70%) Intermediate: By 2012, reduce the production cost of a PHEV battery to $500/kWh.
Vehicle Technology Battery R&D Activities
FY2011 Request: $96M
Vehicle Technologies Program eere.energy.gov
3
HEV Toyota Prius
50 MPG
• 1 kWh battery• Power Rating: 150kW (200 hp)
• Vehicle Cost est $23,000• 5.7 cents/mile
PHEV Chevy VoltMPGe TBD
• 16 kWh battery• Power Rating: 170kW (230 hp)
• Vehicle Cost est. $41,000• 3.5 cents/mile
EV Nissan LeafAll Electric
• ≥ 24 kWh battery• Power Rating: ≥ 80 kW (107 hp)
• Vehicle Cost $32,780• 2.1 cents/mile
Vehicle Types and Benefits
Electric traction drives have the potential to significantly reduce oil consumption and provide a clear pathway for low-carbon transportation.
Achieving large national benefits depends on significant market penetrationPerformance and Affordability are the keys
Potential to Reduce Oil Consumption
Vehicle Technologies Program eere.energy.gov
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
Vehicle Technologies Program eere.energy.gov
Sep
arat
or
Cathode:e.g., LiNi0.8Co0.15Al0.05O2
Al C
urre
nt C
olle
ctor
Anode:e.g., Graphite
Cu
Cur
rent
Col
lect
oree
Li+
e
Lithium-ion Technology
Electrolyte• Liquid organic solvents• Polymers• Gels• Ionic liquids
Binder
Conductiveadditives
• Presently three classes of cathodes, three classes of anodes, and three classes of electrolytes under consideration for Li-ion cells for transportation applications
• Four important criteria for selection of a battery chemistry: Cost, life, abuse tolerance, and performance
• None of the presently-studied chemistries appear to satisfy all four criteria
Cathode• Layered transition-metal oxides• Spinel-based compositions• Olivine-based compositions
Anode• Carbon-based• Alloys and intermetallics• Oxides• Lithium-metal
5
Vehicle Technologies Program eere.energy.gov
Schematic of Cylindrical Cell
Cathode lead
Safety vent and CID
(PTC)Separator
Anode lead
AnodeCathode
Insulator
Anode can
Insulator
Gasket
Top cover
Battery Cell Form Factors
Vehicle Technologies Program eere.energy.gov
Schematic of Prismatic Cell
Cathode pinTop cover
Insulator case
Spring plate
Anode can
Anode
Cathode
Separator
Cathode lead
Safety vent
Gasket
InsulatorTerminal plate
CID
Wound or Stacked Electrodes
Battery Cell Form Factors
Vehicle Technologies Program eere.energy.gov
Vehicle Technology Battery R&D Activities
Advanced MaterialsResearch
High Energy & HighPower Cell R&D
Full System Development And Testing
Commercialization
The Vehicle Technologies’ battery R&D is engaged in a wide range of topics, from fundamental materials work through battery development and testing
•High energy cathodes•Alloy, Lithium anodes
•High voltage electrolytes •Lithium Metal/ Li-air
•High rate electrodes•High energy couples
•Fabrication of high E cells•Ultracapacitor carbons
•Hybrid Electric Vehicle (HEV) systems•10 and 40 mile Plug-in HEV systems
•Advanced lead acid•Ultracapacitors
60 Lab & University projects to address cost, life, & safety of lithium-ion batteries & to develop next
generation materials35 Industry contracts to design, build, test battery prototype
hardware, to optimize materials & processing specs, & reduce cost
Vehicle Technologies Program eere.energy.gov
0
2
4
6
8
10
12
14
16
2003 2004 2005 2006 2007 2008 2009 2010
Cal
enda
r Life
(yea
rs)
Year
Status of Conventional HEVBattery Development
Energy and Power Density of USABC HEV Technologies - 3 Sample Data Sets
1020304050607080
Wh
/l
2008
2003
2000 3000 4000 5000 6000W/l
1999
20052008
2007
20072006
2008
♦ Nickelate/Carbon ♦ Fe Phosphate/Carbon ♦ Mn Spinel/Carbon
Calendar Life -- Two Sample Data Sets
0
500
1000
1500
2000
2500
3000
3500
1997 1999 2001 2003 2005 2007 2009
Cos
t ($/
25kW
bat
tery
pac
k)
Year
Li ion NiMH
25kW HEV Battery Pack Cost
Most HEV performance targets met by Li-ion batteries.
• Mature Li-ion chemistries have demonstrated more than 300,000 cycles and 10-year life (through accelerated aging)
• R&D focus remains on cost reduction, improved abuse tolerance and the development of alternative technologies such as ultracapacitors.
Vehicle Technologies Program eere.energy.gov
PHEV Technology Development Roadmap
ExploratoryResearch
Battery Cell and ModuleDevelopment
BatteryCost Reduction
4 37 6
Commercialization
Graphite/Nickelate
Graphite/Iron Phosphate
Graphite/Manganese Spinel
Li-Titanate/High Voltage Nickelate
Li alloy & High capacity carbon negatives /High Voltage Positive
Li/Sulfur
Li Metal/Li-ion Polymer
5 12
Several lithium battery chemistries exist, including:
43
12
7
5
6
Vehicle Technologies Program eere.energy.gov
Characteristics (End of Life)STATUS
(PHEV-10)PHEV – 10
2012PHEV-40
2014
Reference Equivalent Electric Range (miles) 10 10 40
POWER AND ENERGY
Peak Pulse Discharge Power - 2 Sec / 10 Sec (kW) 50 / 45 50 / 45 46 / 38
Peak Regen Pulse Power (10 sec) (kW) 30 30 25
Available Energy: Charge Depleting @10 kW (kWh) 3.4 3.4 11.6
BATTERY LIFE
Charge Depleting Life / Discharge Throughput (Cycles/MWh) 2,500+ 5,000 / 17 5,000 / 58
Charge sustaining (HEV) Cycle Life (cycles) 300,000 300,000 300,000
Calendar Life, 35°C (years) 6-12 15 15
WEIGHT, VOLUME, & COST
Maximum System Weight (kg) 60-80 60 120
Maximum System Volume (liter) 50+ 40 80
Battery Cost ($) $2,500+ 1,700 3,400
Performance Status of PHEV Batteries
(Subset of goals)
Vehicle Technologies Program eere.energy.gov
Battery Cost Models
USABC model – • Detailed hardware-oriented model for use by
DOE/USABC battery developers to cost out specific battery designs with validated cell performance
Argonne model – • Optimized battery design for application• Small vs. large cell size• Effect of cell impedance and power on cost• Effect of cell chemistry• Effect of manufacturing production scale
TIAX model – • Assess the cost implications of different battery
chemistries for a frozen design• Identify factors with significant impact on cell pack
costs (e.g., cell chemistry, active materials costs, electrode design, labor rates, processing speeds)
• Identify potential cost reduction opportunities related to materials, cell deign and manufacturing
Objectives of Battery Cost Modeling• Provide a common basis for calculating
battery costs• Provide checks and balances on
reported battery costs• Gain insight into the main cost drivers• Provide realistic indication of future cost
reductions possible
HEV
PHEV (10)
PHEV (20)
PHEV (40)
Vehicle Technologies Program eere.energy.gov
• Current high volume PHEV lithium-ion battery cost estimates are $700 -$950 /kWh. – Cost ($/kWh) should be determined on “useable” rather than “total” capacity of
a battery pack– ANL & TIAX models project that lithium-ion battery costs of $300/kWh of
useable energy are plausible.
• Material Technology Impacts Cost– Cathode materials cost is important, but not an over-riding factor for shorter
range PHEVs Cathode & anode active materials represent less than 15% of total battery pack cost.
– In contrast, for longer range PHEV’s and EVs, materials with higher specific energy and energy density have a direct impact on the battery pack cost, weight, and volume.
– Useable State-of-Charge Range has direct impact on cost for a given technology
– Capacity fade can dramatically influence total cost of the battery pack
• Manufacturing scale matters– Increasing production rate from 10,000 to 100,000 batteries/year reduces cost
by ~30-40% (Gioia 2009, Nelson 2009)– For example, consumer cells are estimated to cost about $250/kWh.
Key Results
Vehicle Technologies Program eere.energy.gov
• Li-ion Safety Issues
• High energy density
• Reactive materials
• Flammable electrolytes
• Abusive Conditions
• Mechanical (crush, penetration, shock)
• Electrical (short circuit, overcharge, over discharge)
• Thermal (over temperature from external or internal sources)
• Mitigation Methods
• Reduced reaction materials for electrode
• Lower gas generation and flammability for electrolytes
• Increased separator integrity and temperature range
• Mechanical and electrical mitigation techniques and battery control systems employed by battery developers
• Several members of the VTP Team participated on the committee to develop the new SAE Abuse Test Manual J2464
Lithium-Ion Abuse Tolerance
Vehicle Technologies Program eere.energy.gov
Lithium Supply Status and the Impact of Lithium Recycling
Cumulative demand to 2050 (Contained lithium,
1000 Metric tons)
Large batteriesno recycling
6,474
USGS Reserves 4,100
USGS Reserve Base 11,000
Other Reserve Estimates
30,000+
Future U.S. Lithium Demand Compared to Historical Production
Are we trading petroleum dependence for dependence on lithium?
• No. Unlike gasoline, lithium is not consumed when the battery is discharged. Batteries can be recharged up to 5000 more times. After that, lithium can be recycled and be reused.
• Major sources of lithium are salt brines in South America. There are also brine and rock sources in the U.S. and throughout the world.
• Current estimates by the International Energy Agency show no serious lithium supply problem until more than 50% of the world's vehicle fleet is electrified. (Per IEA Blue Scenario for Carbon Reduction).
Light-Duty Vehicle Sales Projection to 2050
Vehicle Technologies Program eere.energy.gov
Research Directions
• Concentrated search for high-capacity cathode materials.• Develop new solvents and salts that allow for high-voltage electrolytes with
stable electrochemical voltage windows up to 5 Volts.• Develop advanced tin and silicon alloys with low irreversible loss and stable
cycle life at capacity under 1,000 mAh/g.• Initiate a new Integrated Laboratory/Industry Research Program
– Explore the feasibility of pre-lithiated high capacity anodes.– Explore novel ideas to address the dendrite problem in using lithium metal.
Vehicle Technologies Program eere.energy.gov
IV
- +
Cell analysis and Construction10 Projects
Modeling5 Projects
Diagnostics 6 Projects
Advanced Cathodes15 Projects
Advanced Anodes 11 Projects
Laboratory and UniversityApplied and Exploratory Research
Electrolytes12 Projects
ANL, PNNL, LBNL
UT Austin, SUNY BinghamtonLBNL, BNL, ANLSUNY Stony Brook, MIT
ANL, PNNL, ORNLSUNY BinghamtonU of Pittsburgh
LBNL, ANL, ARL, JPL, BYU, CWRU, NCSU, UC Berkeley, U of Rhode Island, U of Utah
Lawerance Berkley, BNL, ANL, SNL, Hydro-Quebec
LBNL, ANL, NREL, INL,U of Michigan
Vehicle Technologies Program eere.energy.gov
Mid-Term R&D Next Generation Lithium-ion
18
Issues Advanced anode materials such as silica (Sn) & tin (Si) have capacities in excess of 1,000
mAh/g, these alloys undergo significant volume change (up to 300%) during operation.
Advanced Li-rich, layered-cathode (MnO3/Mn2O4) provides capacity up to 220 mAh/g at potentials much greater than 4.3V; low rate capability presently available electrolytes are not stable above 4.3V.
Provided these issues are resolved, an advanced lithium-ion battery operating at 300–350 Wh/kg at cell level is possible.
ApproachesCurrent research is focused on controlling the volume expansion of these alloys and developing electrolytes that are stable above 5V.
Vehicle Technologies Program eere.energy.gov
Long-Term R&D Beyond Li-ion
19
• Li-metal Anode– Capacity: 3,862 mAh/g (practical: 500 – 650 Wh/kg).– Dendrite formation → loss of lithium and possible safety hazard.– Solvent reduction → loss of lithium and electrolyte.
• Sulfur Cathode – Theoretical energy density: 2,550 Wh/kg (practical: 500 – 650 Wh/kg).
– Overall reaction: 16Li + S8 ↔ 8Li2S
– Dissolution of lithium polysulfides in the electrolyte → high self-discharge.
– Insoluble sulfur species (e.g., Li2S2 and Li2S) → passivation of the electrodes.
• Air Cathode
– Theoretical specific energy: ~11,000 Wh/kg (without O2), ≤ 5,000 Wh/kg (with O2).
– practical: 500 – 650 Wh/kg
– Need bifunctional air cathode to reversibly convert oxygen to Li2O2.
– Reaction products passivate the air electrode and block the O2 diffusion → low discharge rate.
– Large over-voltage in charging → poor energy efficiency.– Need oxygen/moisture separation membrane for long-term ambient operation.
Protection of lithium metal surface from chemical interactions is critical.