An overview of the ALABC Program Proposal

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1 An overview of the ALABC Program Proposal

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3 Contents Executive Summary Background Future prospects for lead batteries The ALABC research program proposal ALABC program stewardship Next steps About this document The aim of this document is to give a business-oriented non-technical overview of the Advanced Lead Acid Battery Consortium (ALABC) Program proposal. It is one of two documents describing the new ALABC Program detailed technical information can be found in the full ALABC Prospectus. The Prospectus also includes a progress review of the program and the technical goals, and associated research areas of the Program. Current ALABC members, as well as prospective new members will be sent both documents. 2

4 Executive Summary Lead batteries are the most widely used energy storage system in the world due to their proven safety, performance, low-cost and excellent recycling. However, lead batteries are under increasing pressure from other rapidly developing battery chemistries, such as lithium-ion (Li-ion) in automotive and energy storage applications. It is therefore imperative that lead batteries are able to adapt and improve to meet the future demands of end users and ensure future market growth. ALABC has a long track record of research success, but it will need the support of a wide consortium of lead producers, battery manufacturers, suppliers, carbon producers, and research institutions to achieve its ambitious goals. This document summarises the future opportunities for lead batteries and the three-year program that will bring those opportunities a step closer. More recently, the current ALABC Program has demonstrated that advanced lead batteries are the most cost effective way to achieve CO 2 emission reduction targets in HEVs, and that in some cases advanced lead batteries can operate in photovoltaic applications for up to years, making battery replacement in some cases unnecessary. Proven success ALABC was founded in 1992 and has proven to be a highly successful international organization carrying out high quality pre-competitive research which has resulted in major developments in lead battery technology. ALABC is the only pre-competitive consortium worldwide that supports the development of lead batteries, thereby helping to open up potential new markets and strengthen existing ones. As environmental mandates have gained force, ALABC has recognized the importance of improving the performance of automotive lead batteries in HEVs (micro and mild-hybrid vehicles) 1 which performed poorly in these applications and resulted in restricted battery life. As a result, ALABC programs have supported the development of advanced lead and lead carbon batteries for start-stop applications in HEVs. This development has been a major achievement for both the battery industry and ALABC, with lead batteries now being universally used for start-stop applications. There have also been a number of demonstration vehicle programs which have shown that advanced lead-acid and lead-carbon batteries can provide dramatically extended life in HEV service. ALABC has also sponsored research to improve batteries for renewable energy storage, for frequency regulation and utility applications. This has resulted in improved performance in shallow cycling and longer life under cyclic and floating service which continues to improve the competitive position of lead batteries. Future prospects for lead batteries The introduction of HEVs and new energy storage applications continues to put ever-increasing demands on lead batteries. This means lead batteries are under pressure from other battery chemistries, particularly Li-ion and other types of technology. However, with further development of advanced lead-acid batteries and lead carbon batteries, underpinned by a strong research effort by ALABC, there are clear opportunities to grow the lead battery market and secure a strong future for the lead and lead battery industry. This document also assesses the future economic prospects for lead batteries, which are set out in two scenarios. The first scenario can be considered as an upside, where lead batteries remain the dominant technology, and there is an increased uptake in lead batteries driven by advances in performance and lifetime. This strong growth of lead batteries, as a result of improved technical performance, translates into a significant increase in annual lead use. The downside scenario involves lead batteries slowly losing market share to alternative battery technologies such as Li-ion batteries. In this scenario, lead batteries are unable to meet the technical requirements of user sectors such as the car industry and energy storage industry. The result is expected to be a long term contraction in annual lead demand. The difference between these two scenarios is marked and estimates suggest this may represent as much as 15 million tonnes of lead consumption per year by Pure electric vehicles (EVs) are regarded as zero emission regardless of the source of electricity. HEVs have different levels of hybridization: plug-in HEVs (PHEVs) have an electric-only range and an on-board generator or range extender; full-hevs recover sufficient energy from braking to have a small electric-only range; mild-hevs recover less energy but have a level of assistance from electric power; and start-stop or micro-hybrid vehicles shut the engine off when the vehicle is at rest and start it immediately when the brake is released. Micro-hybrids provide power for the hotel loads when the engine is switched off, and provide extra power to help starting, boosting and other low energy electric functionalities. 3

5 The ALABC Research Program One of the major barriers to the success of lead batteries, in extending their capability for HEV applications, is their relatively lower Dynamic Charge Acceptance (DCA)² compared to alternative chemistries and in particular Li-ion. Given the low-cost, excellent recycling and proven safety of lead batteries compared to alternative technologies, even a modest improvement in DCA performance and stability through the life of a battery would contribute to making lead batteries the most attractive option in this application. As a result, a major focus of the ALABC research program will be on studies to gain a deeper understanding of the behavior of materials used in advanced lead batteries with the aim of further improving the DCA of lead batteries in HEV use. This work will also be applicable to other energy storage applications. A simple schematic overview of the research areas, technical objectives and associated goals of the Program is shown below. A small investment by the lead battery industry in collaborative pre-competitive research as outlined above can provide a powerful stimulus to the industry and will help to secure the long-term position of lead batteries. To achieve these goals for the program will require a minimum research investment by industry of $1.5-$2m per year, excluding core ALABC management costs. The expectation is that this would be bolstered by third-party funding from governments or research agencies. A schematic overview of the ALABC research program RESEARCH AREAS TECHNICAL OBJECTIVES* GOALS APPLICATION Performance of negative plates Performance of positive plates High and low temperature Performance DCA Gassing and water loss Charging efficiency Improved Performance at PSoC Automotive HEV applications Battery Cell Design Corrosion resistance Improved Lifetime Energy Storage applications Formation and charge strategy *There are a range of battery parameters that can affect the performance of a battery. This schematic shows in a simplified manner the parameters that ALABC believe are most likely to contribute to the desired goals of the work. 2 DCA can be thought of as the ability of a battery to accept and store large amounts of energy over a short period of time; for example during regenerative braking in a HEV, and to be able to perform this function over the lifetime of the battery. 4

6 1. Background About ALABC ALABC was founded in 1992 as a research and development program of the International Lead Zinc Research Organization (ILZRO). The Consortium has proven to be a highly successful international organization carrying out high quality pre-competitive research to improve lead battery technology in automotive and energy storage applications. It is the only consortium that supports this pre-competitive development of lead battery technology. At present there are 80 member companies and organizations in 22 countries consisting of lead producers, battery manufacturers, battery users, materials suppliers and research institutions. From 2016, however, the Consortium will be a program of the International Lead Association (ILA) in collaboration with the lead battery industry. Pre-competitive research All research work undertaken by ALABC is pre-competitive, filling the gap that lies between fundamental academic research and proprietary research performed in corporate laboratories. The combined resources of the Consortium are used to carry out research that would not otherwise be funded and certainly would not be shared between companies in the same way. Benefits to Members All Consortium members (lead producers, battery manufacturers, material and equipment suppliers) receive regular and immediate access to research results with expert analysis of the significance of these results and there are other benefits as well: The work of ALABC contributes to the growth of the lead battery market and therefore the overall lead market. Participating in ALABC work allows companies to participate in cutting-edge projects with the world s leading research institutions. Consortium members will have early notice of any technical advances that are likely to have a commercial application. Over 20 years of success As environmental mandates have gained force, ALABC recognized the importance of improving the performance of automotive lead batteries in HEVs (micro and mild-hybrid vehicles) which performed poorly in these applications and resulted in restricted battery life. As a result ALABC programs have supported the development of advanced lead and lead-carbon batteries (with enhanced charge acceptance and much longer cycle life) for start-stop and micro/mild HEVs applications. This development has been a major achievement for both the battery industry and ALABC, with lead batteries now being universally used for start-stop applications. ALABC company membership Africa Americas Asia Australasia Europe 40 NUMBER OF COMPANIES Lead Producers (Primary and Secondary) Battery Manufacturers Industry Suppliers Research and Testing SECTOR 5

7 Research has also been sponsored to improve batteries for renewable energy storage, for frequency regulation and utility applications. There have also been a number of demonstration vehicle programs which have shown that advanced lead-acid and lead-carbon batteries can provide extended life in HEV service. The main ALABC successes have been: Supporting the evolution of advanced lead-acid and lead-carbon batteries for use in automotive and energy storage applications. Overcoming the problems that have limited lead battery performance, including premature capacity loss, corrosion and sulfation in service life and cycle life, especially in shallow cycling. Achievements of the ALABC program Automotive: Using demonstration vehicles with low voltage (less than 60V) lead-carbon batteries in HEVs, the Consortium has clearly shown that advanced lead batteries are the most cost-effective way to achieve CO2 emission reduction targets. Prior to this work, several OEMs did not believe that lead batteries could meet these requirements. However, the success of this work has resulted in increased focus on lead batteries for these applications by OEMs and resulted in further demonstration programs being built in partnership with key automotive companies such as Ford and Hyundai/Kia. Establishing optimized charging regimes to get the most from lead batteries. Energy storage: The use of advanced materials has in some cases been shown to prolong lead battery life in photovoltaic applications by up to years, making battery replacement unnecessary. Lead batteries have therefore been demonstrated to be the most economicallyefficient power source for such systems. Creating testing profiles to better evaluate battery performance. INVESTING FOR THE FUTURE Developing optimized grid and cell designs, advanced materials and additives for improved performance and durability. The next few years will see a major tightening in the requirements for lower emissions in the automotive industry. This change is being mandated by governments around the world and short-term reductions in the price of oil and gas will not shift the focus of legislators in this area. In addition, increasing deployment of renewable energy sources such as solar and wind will require large amounts of energy storage to overcome the intermittency inherent in these technologies. Kia Optima T Hybrid live in Paris Motor Show Both of these sectors predominantly use lead batteries at present, but are under pressure from other battery chemistries, particularly Li-ion and other energy storage systems. The further development of advanced lead-acid and leadcarbon batteries underpinned by a strong research effort is vital to ensure the continued growth of the lead and lead battery industries. 6

8 2. Future Prospects for Lead Batteries The economic prospects for lead batteries The 2013 worldwide market for rechargeable batteries shows that the lead battery is the dominant chemistry and had sales of approximately $43bn, equating to 68% of the overall battery market. The lead battery market can be approximately broken down into 58% automotive, 18% e-bikes and two-wheelers, 8% traction, 7% telecoms, 5% uninterruptible power systems(ups) and 4% other standby batteries. 3 This can be seen in the pie chart below. Two scenarios can be considered regarding the future prospects of the lead battery market. SCENARIO 1: This can be considered as the best-case scenario, where lead batteries remain the dominant technology. Automotive battery use is expected to continue to grow in the future with increasing levels of hybridization required by OEM vehicle manufacturers and there is an increased uptake in lead batteries driven by advances in performance and lifetime. Technical improvements would also ensure that lead batteries are able to meet OEM requirements for conventional vehicles. The market for energy storage is also expected to continue to grow, based on continued investment in telecommunications, data networks and general economic growth. Advances in lead batteries would therefore also be expected to meet the requirements of these applications, whilst also taking the market share in some niche applications. Improved technical performance of lead batteries would also be expected to continue and expand markets such as civil and defense applications, e-bikes, motorcycles and scooters. SCENARIO 2: The worst-case scenario would involve lead batteries slowly losing market share to alternative battery technologies such as Li-ion batteries. In this scenario lead batteries would be unable to meet the technical requirements of the car industry which would result in a gradual loss of market to alternative technologies that can meet the increasing demands of HEVs. This would also be the case with other applications, where a lack of technical improvement would result in the gradual loss of market share for lead batteries. This scenario would inevitably result in a long-term contraction of the lead market and a significant reduction in annual lead use. The difference between these two scenarios is marked and estimates suggest this may represent as much as 15 million tonnes of lead consumption per year by In these circumstances a timely investment by the lead and lead battery industries in collaborative pre-competitive research would therefore provide a powerful stimulus to the industry and help to secure the long-term position of lead batteries. Global Battery Market 19% 5% 8% 4% 8% 7% 5% 68% 18% 58% Lithium Other Nickel Lead UPS Automotive Telcom Traction Other Standby E-Bikes/2 wheelers 3 Focus Consulting 7

9 The battery requirements of the automotive industry In the past conventional automotive batteries were required to provide power for starting, lighting and ignition. However, the introduction of HEV systems has put increased demands on lead batteries which has required improved functionality. For example, OEM vehicle manufacturers now require batteries that provide higher energy and power, whilst still having a proven safety record, long lifetimes, a low environmental footprint (excellent recycling and low CO 2 emissions during production) and low-cost. OEMs are also increasingly looking to reduce the weight of their vehicles as this contributes to the CO 2 footprint. Lead batteries in mild and micro-hybrid applications provide start-stop functionality. 4 These applications require multiple vehicle starts, which means that the battery does not have time to fully recharge before each start. This pattern of use is referred to as operating under a partial state-of-charge (PSoC). In the past conventional flooded batteries performed poorly which resulted in a limited life under these partial state-of-charge conditions, but VRLA AGM batteries have a much longer life and the addition of special carbons to the negative active material both for VRLA and for flooded batteries has had a remarkable effect on the performance and life of batteries under these conditions. This is due in no small part to the work of ALABC and its contractors. Research programs identified that the problems were caused by sulfation of the negative plate under PSoC conditions and the addition of special forms of carbon has provided an effective means of solving the problem. The work of the ALABC has also identified further areas for improving the lifetime and performance of advanced lead batteries under these conditions. These areas will drive the ALABC Program as described in section 3. The main driver for the uptake of HEV has been environmental legislation on tailpipe emissions. 5 Compliance with these various requirements may be achieved by different levels of electrification either with electric vehicles or with one or more of the variety of HEVs. This is because fuel savings improve and emissions decrease as the level of electrification is increased. Micro-hybrids are a very cost-effective way of reducing emissions other solutions are more expensive, not only because of the cost of the high voltage Nickel-metal hydride or Li-ion battery, but also the cost of power conversion, electric motors/generators and system controllers as well as the additional safety requirements when operating at voltages in excess of 60V. As a result micro-hybrids have been widely adopted and by 2018 will be used in the majority of vehicles sold in the EU and in many vehicles used in other regions. While lead batteries are being universally used for startstop, there are shortcomings and as higher levels of energy recovery are needed to reduce emissions these limitations will become more acute. This energy recovery will require batteries to capture and store energy from breaking. 6 The ability of a battery to accept and store large amounts of energy over a short period of time and over the lifetime of the battery is called Dynamic Charge Acceptance (DCA). Increasing levels of hybridization resulting in reduced CO 2 emissions CO2 reduction MILD HEVS PLUG-IN HYBRIDS FULL HEVS START-STOP/MICRO- HYBRIDS Increasing level of hybridization 4 Start-stop functionality allows the internal combustion engine to automatically shut down when braking and at rest and then to restart. In addition, some mild-hevs will use a lead battery to provide start-stop functionality in combination with regenerative braking (a system to recover and restore energy from braking), and other micro-hybrid features. This has resulted in a much more intensive pattern of use with multiple starts and shallow cycling. 5 In the European Union (EU) - tailpipe emissions of 130 g/km CO 2 as a fleet average are mandated by 2015 and will be reduced to 95 g/km by It is likely that there will be continuing reductions in the future in order to meet climate change commitments, certainly within the timescale. Elsewhere the USA is looking to reduce emissions to 162 g/km by 2015 and 132 g/km by Japan, China and other countries all have similar targets. 6 In conventional vehicles, energy generated during breaking is lost to the environment as heat. However, this energy can be transferred to a battery for further reuse in the vehicle -this is called regenerative breaking. This transference of energy occurs over a very short period of time, so any battery used for this application needs to be able to quickly accept and store the breaking energy. 8

10 The DCA challenge One of the major barriers to the success of lead batteries in extending their capability for HEV applications is their relatively lower DCA as compared with the competitive chemistries and in particular lithium. A battery with good DCA is able to perform start-stop functionality and power hotel loads (electronic features in a vehicle) in combination with regenerative braking over the lifetime of the battery. In contrast a battery with poor DCA will not charge sufficiently to provide stop functionality, which will also result in reduced lifetime of the battery. However, given the low-cost, excellent recycling and proven safety of lead batteries compared to alternative technologies, even a modest improvement in DCA performance and stability through the life of the battery would contribute to making lead batteries the most attractive option in this application. The industry has made real progress in overcoming these problems, but vehicle requirements are moving quickly and there is always a risk that solutions with Li-ion batteries, either as the sole battery or as part of a dual-battery solution will be adopted. Lead batteries for HEV applications have to be able to accept charge consistently at higher rates while continuing to have longer shallow cycle life in order to be able to retain a competitive edge for the next generation of automotive applications. 9

11 The battery requirements of the energy storage industry The energy storage industry can be considered in two main parts: TYPE OF BATTERY USES These applications will all have a different pattern of use, from stationary batteries that provide backup power less than twice a month to motive power applications that are deeply discharged on a daily basis. Utility and energy storage applications can be considered as somewhere in between as they can require rapid recharging and may not always be returned to a fully charged condition. Standby batteries Motive power batteries Telecommunications, power stations, UPS and for general standby where secure power is required. There are also important markets developing for utility and energy storage to support the deployment of renewable energy sources, particularly wind and solar. Propulsion of electric vehicles, mostly forklift trucks, but also a large number of other applications for golf carts, people movers, sweeper trucks, access platforms and mobility aids Replacement of energy storage batteries can be difficult and expensive, so an ideal battery will not require replacement. Lifetime is thus critical to all energy storage applications, and development of batteries with longer service life will be the key to future market share. Industrial batteries are in general much larger than automotive batteries so safety, cost and geometric size are also critical parameters in these applications. Lead batteries are superior to other batteries with regard to safety and cost, but other chemistries have demonstrated longer lifetimes. ALABC research will therefore be focused on fundamental research that is expected to improve the lifetimes of lead batteries. Utility and energy storage applications are currently a smaller market than motive power and stationary applications. However these markets are expected to grow significantly in the future and it is vital that lead batteries are able to compete in the market. The batteries used in these applications may have extended periods when they are under-charged similar to the partial stateof-charge conditions explained for automotive batteries. This is similar to the DCA for automotive applications, but in the case of energy storage batteries is referred to as charge acceptance. This is a condition that is currently unfavorable for lead batteries, but developments from automotive batteries for start-stop offer an excellent chance of improved performance, and can make lead batteries an attractive option in this application given their low-cost, excellent recycling and proven safety. Renewable energy, California 10

12 3. The ALABC Research Program Proposal A high level overview of the five main benefits of lead batteries are shown below in Figure 4. The ALABC Program will be focused on improving two of these benefits the lifetime and performance of lead batteries. However, it is essential that these advances ensure that their low-cost, unrivalled recycling and proven safety are also maintained. The benefits of lead batteries Long Lifeline High Performance Unrivalled Recycling Low Cost Proven Safety Improving battery performance is a highly complicated procedure and requires ensuring a balance between a range of battery parameters. For example, past ALABC work has resulted in batteries that demonstrate increased DCA. However, the designs that provide higher DCA have also resulted in undesired effects such as increased gassing and water loss, poorer performance at high and low temperatures, and charging and corrosion issues. Hence ALABC work will be focused on further improving the DCA of lead batteries while also ensuring improvement in other battery parameters. The two research goals of the ALABC Program will be best met if the research is focused on studies to gain a deeper understanding of the processes in the negative and positive plates, cell design and electrolyte used in batteries and electrodes to provide tools for lead batteries. The ALABC Technical Committee in combination with experts from the battery industry (over 150 international battery experts involved) have considered all aspects of battery development, and believe the five technical objectives and four research areas listed below are most likely to meet the desired goals of ALABC and result in improved lead batteries. To support these two research goals there will be five technical objectives split into five areas of research. Program breakdown A program of pre-competitive research needs to be carried out with the aim of providing a strong foundation for further improvements for lead-acid batteries in automotive applications, where advancements can be made with regard to dynamic charge acceptance and cycle life in a PSoC. The work should also be aimed at industrial batteries, especially for renewable and utility energy storage, to improve the lifetime in applications where the charging regime puts a higher stress level on batteries. ALABC demonstration Vehicle 11

13 Technical objectives The technical objectives of the Program are as follows: 1. Improved dynamic charge acceptance (DCA). As explained, high DCA is a key requirement for batteries in both HEVs, and high charge acceptance is critical for energy storage applications. Alternative battery chemistries currently have superior DCA and charge acceptance, hence improving these parameters for lead batteries is vital to ensuring continued market growth. Advanced lead batteries need to not only have a higher charge acceptance in order to charge efficiently, but also need to keep their DCA high and stable over their entire service life. This is critical for their long cycle life. Pursuing this goal could also result in better active material utilization enabling higher capacity for a given weight of active material. 2. Reduction of gassing and water loss. In the past ALABC has undertaken research minimising the gassing and water loss that can occur during charging, as this can significantly shorten the lifetime of a lead battery. However, addition of special carbons and other additives to the negative active material that have been shown to increase DCA, have simultaneously been shown to increase gassing and water loss. This has thus limited the level of these additives that can be used in advanced batteries. Overcoming issues with gassing and water loss would therefore increase the lifetime of the battery whilst also enabling increased use of carbon and other additives, resulting in increased charge acceptance and DCA. This is important to both automotive and energy storage applications. 3. Improved performance at elevated and lower temperatures. Li-ion and NiMH batteries have serious charging and performance issues when operating in sub-zero ( C) temperatures and above 50 C. However the low temperature performance of these chemistries is steadily improving, and it is expected that it could approach that of lead batteries in the future. In general, advanced lead-carbon batteries have a wider temperature operating range but further improvements will contribute to ensuring the continued market growth of lead batteries. Gassing and water loss issues also increase at elevated temperatures. Addressing these issues is therefore critical for the performance of advanced lead batteries. This is applicable not only to automotive HEV applications, but also to some energy storage applications. 4. Improved charge efficiency. Higher voltages, pulsed charging and other strategies can be used during charging to enable the battery to recharge more efficiently and quickly. However, higher voltages will also cause gassing issues, and therefore affect charging efficiency, lifetime and DCA performance. Addressing this issue will be very important for both automotive and energy storage applications. 5. Improved corrosion resistance under partial state-of-charge cycling. The use of advanced lead batteries in demanding modern applications can cause specific forms of corrosion, affecting the performance and lifetime of the battery. Overcoming the corrosion problem through use of new additives and improved alloys will enable longer life and the potential development of thinner electrodes that would require less lead and contribute to lowering the cost and weight of a battery. This is applicable to both automotive and energy storage applications. 12

14 A schematic overview of the ALABC research program RESEARCH AREAS TECHNICAL OBJECTIVES* GOALS APPLICATION Performance of negative plates Performance of positive plates High and low temperature Performance DCA Gassing and water loss Charging efficiency Improved Performance at PSoC Automotive HEV applications Battery Cell Design Corrosion resistance Improved Lifetime Energy Storage applications Formation and charge strategy *There are a range of battery parameters that can affect the performance of a battery. This schematic shows in a simplified manner the parameters that ALABC believe are most likely to contribute to the desired goals of the work. A simple schematic overview of the research areas, technical objectives and associated goals of the Program is shown above. These technical objectives are the drivers for the research areas listed below. All research areas are interrelated and are all expected to contribute to technical objectives. Further details can be found in the ALABC Technical Prospectus. Research Areas 1. Continue improving the performance of the negative plates by using carbon and other additives. It is well known that carbon additives to the negative active mass improve performance under PSoC cycling, but the nature of the interaction between lead, lead sulphate, expanders and the carbon is only partially understood. In addition, while some aspects of performance are improved, this can cause a reduction in performance in other areas. Studies in this area are needed to allow the formulation and processing of the active materials to be defined in order to meet the technical objectives and select additives based on a clear understanding of their functions. These studies will also be focused on the role of carbon on the negative active mass (NAM) morphology and conductivity. Studies on the processes involved in fast charge and discharge at the surface of lead sulphate and lead crystals will be aimed at developing a model of the negative electrode that can be used to improve battery performance. 2. Enhance positive plate performance in long cycling cells with carbon-enhanced negative plates. Fundamental studies of the elementary steps of lead sulphate and lead dioxide nucleation and crystal growth at HRPSoC cycling with and without carbon will allow the development of plates with longer cycle life matching this of the carbon-enhanced negative plates. The mechanism of added carbon oxidation and corrosion will be studied in addition to the changes in the microstructure of lead alloys caused by partial state-of-charge corrosion. Studies on the effect of new additives to the positive paste and/or to the electrolyte will aim at prolonging the cycle life of the entire battery. 13

15 3. Cell design optimization for better DCA and longer cycle life, including electrolyte optimization. Lead batteries are different to some other chemistries as the electrolyte not only provides ionic conductivity but is also involved in the charge/discharge reactions. It has to be present in sufficient amounts at the reaction zones for the efficient nucleation and growth of lead and lead dioxide. These processes have been relatively less studied compared to other aspects of battery electrochemistry. Finding ways of controlling local oversaturation by enhanced diffusion would assist in reducing local sulfation and increase both the power and energy outputs of batteries. Electrolyte additives to improve the morphology of the active materials will also be studied along with the effect of grid design optimization. The effect of combining the best methods for enhancing cycle life at partial stateof-charge will be studied, in addition to the processes that are limiting calendar life. 4. Formation and charge strategy optimization. The electrochemistry of the formation processes of pastes for both positive and negative plates will be studied, as well as the charge acceptance processes at high and very high recharge current rate at partial state-of-charge. Deeper understanding of the charge chemistry in both plates and of the processes forming the relaxation dynamics (transition from nonequilibrium into equilibrium state) are expected to allow the development of new fast charge profiles for batteries with carbon-loaded positive and negative plates. The mechanism of constant current charge failures after 100% Depth of Discharge (DoD) will be studied. Development of new fast and fully efficient charge profiles is essential for keeping advanced lead batteries competitive compared to other chemistries. TIMELINE FOR RESEARCH Since the program proposed is for more fundamental research, it is necessary to take a long-term view of future benefits. Work done in will enable battery, materials and component suppliers to put concepts into practice and introduce new products in 2020 and beyond. The timing is critical for automotive batteries as will see the next level of emissions requirements in the EU put in place, with lower levels likely to be mandated in the next few years. Other regions in the world will follow the same trends. Automotive batteries will therefore need to have improved their performance to retain a strong position. For industrial batteries, there are no critical dates, but time is of the essence in ensuring that lead batteries remain competitive with Li-ion and other chemistries. These technical objectives will be best met if research is focused on material science and electrochemical studies to gain a deeper understanding of the properties of new materials and the battery processes that take place in modern, demanding applications. These areas are where the battery industry is not particularly strong as research efforts are necessarily directed to product development to meet more immediate needs. 14

16 4. ALABC Program Stewardship (Proposal August 2015) Introduction ILA has developed a new strategy for the association from This strategy aims to secure the future prosperity of the lead industry, which can only be achieved by uniting the entire global industry under a single, clear and focused global program of action. The strategy includes closer integration with ALABC, which has a critical role in conducting pre-competitive research on lead batteries that will take lead battery technology forward to the levels of performance required to make the lead battery the product of choice in most future automotive and electrical energy storage markets. The following proposed arrangements, which have been endorsed by the current Executive Group of ALABC are still subject to full membership review and approval in September Overview Currently ALABC is a self-financing project of the International Lead Zinc Research Organization (ILZRO) with management services provided by a combination of ILA and ILZRO. ALABC has its own membership and at this time there is a broadly equitable split of funding between lead producers and other companies (mostly lead battery manufacturers and their suppliers). ALABC is governed by its own Steering Committee and Executive Group. A Public Affairs and Marketing Committee (PAM) is responsible for communications work on lead battery innovation and demonstration, supporting member recruitment etc. From 2016 it is proposed that the Consortium will operate as a program of ILA in collaboration with the lead battery industry. The program will be managed by ILA, for continuity, with ALABC s core management costs being funded by ILA through subscriptions from lead producers. ALABC s communications work (PAM), whilst remaining an important initiative, will also migrate to ILA as it is better aligned with the global communications mission of ILA. Changes are also proposed in respect of the ALABC membership rules, committee structure and governance, as well as in ALABC s general operation rules. New ALABC membership rules From 2016 membership of ILA and ALABC will be combined into one simple package for any company that manufactures lead. This means that lead producers will no longer be eligible for direct membership and funding of ALABC alone and will instead be invited to fund and participate in ALABC through membership of ILA. Through this route lead producers will be entitled to ALABC membership including individual representation on, and participation in, ALABC committees. Non-lead producers (e.g. battery producers without smelting capability, suppliers, research institutions, governmental agencies working in battery technology) will be invited to become ALABC members directly and through this route support financially the new ALABC program (i.e. no change to the current arrangement). Companies that both manufacture and recycle lead batteries will be invited to participate through the combined ILA and ALABC membership package. These integrated battery manufacturers/recyclers will pay the higher of the two fees, i.e. either the combined ILA/ALABC membership (based on lead production tonnage) or the direct ALABC fees for battery manufacturers (based on battery sales). New Committee Structure and Representation General Assembly ALABC will be governed by a General Assembly (GA) which will oversee the activities of the Consortium. All ALABC members will be entitled to representation on the GA, i.e. companies directly joining ALABC (e.g. battery producers) plus lead producing members of ILA. Each member of the GA will be allocated votes in proportion to their total ALABC funding commitments (i.e. including commitments via ILA membership for core management of the Consortium). Executive Committee At the start of each three-year program the General Assembly shall elect an Executive Committee as the main decision-making body for the Consortium. Executive Committee officers should approximately reflect the split in funding commitments between lead producers and other members. 15

17 Management Support ILA lead producing members ALABC General Assembly (All members represented) ALABC Executive Committee (Elected by GA) Non-lead producers (battery manufacturers and material suppliers etc.) ALABC management and program support services will be provided by ILA. They will form part of ILA s core budget and hence will be funded by lead producers through their subscriptions to ILA. Services to be provided are: A full-time research program manager Communications support Administrative support Senior management support. Of the total support anticipated, approximately 25% will be dedicated to communications. ILA services do not include: Any research project costs, including consulting support (technical or otherwise) Specialist advocacy support. Technical Committee (All members represented) Working Committees Working Committees may be set up with the approval of the Executive Committee. As a minimum a Technical Working Committee (the Technical Committee ) will be established to advise on the following subjects: prioritization of research projects selection of research contractors oversight of research projects coordination of research program selection of Project Advisory Groups, as required. All General Assembly members are entitled to representation on all working groups. Distribution of Technology ALABC is intended to be an open Consortium, in that all research results will be immediately available to all members. Those of the members who carry out the particular project work will have the most immediate access to the results. Members are encouraged, but not required, to share and donate relevant technology to further the research goals of the Consortium. Unique technological discoveries may be patented and licensed free-of-charge by ILA to Consortium members, and to non-members for a reasonable fee. It is the intent of ALABC members ultimately to make the knowledge, or technology resulting from the research program, available to all in order to grow the lead battery industry, which is a principal objective. Consortium members will have the advantage of being involved in the planning of research, as well as having immediate access to the results. ALABC may support the development of patented technologies. However, ALABC members must have access to the patents for a reasonable, preferential fee, which must be agreed to by ALABC members prior to providing funding and full access to all information developed with ALABC funding. 16

18 ALABC program manager The ALABC Technical Committee is the major holder of expertize with 80 recognized top level battery experts. ALABC Chairman, Dr. Tim Ellis, has taken an active part in ALABC work over many years, Allan Cooper ALABC co-ordinator in Europe has worked for the ALABC through all its history, Boris Monahov Dr. Boris Monahov has worked as ALABC Program Manager for the past six years coordinating research and development work and managing the technical and financial progress of the program. He has extensive experience in battery research and spent 25 years researching lead batteries at the Institute of Electrochemistry and Energy Systems, Bulgarian Academy of Sciences. He also spent eight years as Associate Professor at the Academy and five years as chief electrochemist of Firefly Energy, Illinois. Boris has a passion for lead batteries and has had 45 articles published with more than 450 citations, two US patents and countless presentations to international conferences. Dr. Pat Moseley, Dr. David Prengaman, Dr. David Rand and Dr. Bob Nelson, the previous ALABC managers, continue to help with expertise and advice. ILA Managing Director Dr. Andy Bush and ILA Sustainability and Technical Manager Dr. Alistair Davidson will also help support the project. Technical Information Exchange ILA and ALABC have planned a number of activities for 2016 to enhance the exchange of technical information on lead battery innovation. These are: Battery Technology Workshop (13 Sept 2016, Malta) European Lead Battery Conference (14-16 Sept, Malta) Innovations in Lead Batteries Workshops (dates and locations to be decided) Communications Public affairs and marketing activities associated with the programs will be integrated into ILA s core program of communications. The ALABC website (members area) contains the progress and final reports of the ALABC R&D projects Budget and Funding To achieve the goals outlined for the programs will require a minimum research investment by industry of $1.5-$2m per year, excluding core ALABC management costs - this may be bolstered by third party funding from government or research agencies. As a joint venture between the lead and lead battery industries, the aim is to achieve roughly equitable funding from these sectors. Other sectors (e.g. suppliers and universities) will make a smaller contribution. With these goals in mind, the following funding structure will apply: membership fee rules Lead producers In addition to the contribution to ALABC core management through fees to ILA, an annual additional voluntary contribution (AVC) of $0.26 per metric tonne of lead placed on the market either as metal or metal contained in concentrates is recommended. With this the effective total contribution (management + research) becomes $0.50/ tonne. Integrated battery manufacturers Battery manufacturers that also recycle lead must join ILA to participate in ALABC and pay the higher of the fees for the two organizations. 17

19 Battery manufacturers and other sectors MEMBERSHIP CATEGORIES Battery producers, equipment and component manufacturers: Sales > $1 billion Sales $500 million to $1 billion Sales $250 $500 million Sales $ million Sales up to $100 million Electric utilities, telecommunications companies, and photovoltaic manufacturers Automotive manufacturers MEMBERSHIP FEES (IN US$ PER ANNUM) 100,000 75,000 50,000 20,000 10,000 10,000 20,000 Research institutes 5,000 Benefits to Members of Proposed Changes The main driver for the proposed changes is to strengthen the role of pre-competitive research on lead batteries in a way that will most effectively and efficiently take lead battery technology forward to the levels of performance that will be required to make the lead battery the product of choice in most future automotive and electrical energy storage markets. This is a core objective of ILA s strategy from 2016 and ALABC has a proven track record of delivering just such research. Key benefits of the proposed arrangements from 2016 are as follows: Focused and fundamental battery research of benefit to all. ALABC will revert to being a Consortium that is focused on delivering pre-competitive, fundamental battery research for the benefit of all members. This was the original purpose of ALABC and remains its core strength. Coordinated communications. Other important ALABC activities in recent years, in particular in respect of public affairs and marketing, will not be lost. They will instead form part of ILA s own communications program, which itself will be significantly enhanced from This will result in improved co-ordination and efficiency gains. ALABC members will have the opportunity to engage in this activity if they wish. All non-lead producer funding will directly support research. Through ILA membership fees the lead producers will fund the core management costs of ALABC, meaning that all membership fees from non-lead producers will be available to support the Consortium s research program. Increased membership and funding for research. The proposals aim to raise at least $1.5-2m per annum from industry for research projects compared to approximately $600,000 per annum for the program. This will come from a combination of increased fees for some companies and broader support from the lead producing sector via ILA, with ILA members being encouraged to make additional voluntary contributions to ALABC research as well as supporting the Consortium s management costs. Strong governance. ILA has a proven track record of managing multiple consortia and trade associations of up to 100 members and will make this expertise available to ALABC. Based on this experience an improved governance structure is proposed, for example replacing the existing Executive Group with a more representative Executive Committee. 18

20 5. Next Steps Companies will be invited, as in previous programs, to provide a binding commitment to provide funds for the duration of the program. A technical prospectus is provided along with the proposed program and members are requested to provide their feedback on the program and to indicate areas where they would like to participate. ALABC and ILA management will be pleased to discuss any aspect of the program with members and prospective members and it should be clearly noted that as a consortium, the research work put forward is not a firm proposal. If the membership has views on the direction and focus of the program, then it will be adapted to meet the needs of the membership and ultimately the markets served by advanced lead batteries. 19

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