Status & Future Perspectives of Li-Ion Batteries and PEM Fuel Cell Systems in the Automotive Industry
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1 German-Japanese Energy Symposium 2011 Munich, 10 th February Dr.-Ing. Arnold Lamm, Senior Manager Daimler AG Group Research / 7th February 2011
2 Contents 1. Battery Requirements HEV/EV 2. Battery Development o Selection of Chemistry o Safety Aspects o Lifetime Aspects 3. Status of HEV/EV Batteries 4. Status of PEM Fuel Cell System Technologies 5. Field Experience of Battery and Fuel Cell driven Vehicles 6. Summary
3 Battery Requirements HEV/EV
4 During development of HEV/EV batteries 8 requirements has to be fullfilled. Gravimetric Energy [Wh/kg] Quality [Failures in % as Mean Value per Year over 10 Years] Targets HEV Targets EV Cost [EUR/kWh] BoL, 50% SoC, T = +25 C, 10s BoL, 50% SoC, T = -25 C Volumetric Energy [Wh/ltr.] EV/HEV 150/50 100/ EV/HEV 250/70 170/47 50/20 0 0,5 1,0 90/ Lifetime [years] Peak-Power* [kw/ltr] 200 Safety [EUCAR Level] Cold Crank Power** [W/kg]
5 Battery Development
6 Carbon based anode materials will be the basis for the next 10 years (graphite, from 2015 on hard/soft-carbon). Li[Ni x Co y Mn z ] for EV applications and Li[Ni x Co y Al z O 2 ] for HEV applications are the best choice as cathode materials. Lithium metal Armorph. carbon Graphite Lithium alloys Lithium oxides Lithium titanate Potential range in mv vs. Li/Li Capacity in mah/g 3860 Approx (Si), 1000 (Sn) Safety o + ++ Stability Cost + o Anode Mean voltage in mv vs. Li/Li+ LiCoO 2 LiNiCoAlO 2 LiMn 2 O 4 Li[Ni x Co x Mn x ]O 2 LiFePhO Capacity in mah/g Safety Cycle stability + + o + ++ Cold starting + ++ o + - Temperature stability o o Price -- o ++ o ++ Cathode
7 Overload and Short Circuit Tests at Battery Level Short Circuit: o 15 of 80 cells opened o Tmax measured 280 C o Dark smoke o No fire o No explosion. Overload: o All cells opened o Tmax measured 116 C o Light smoke o No fire o No explosion. Conclusions: Short-circuit behaviour more relevant 2-step safety concept with current, voltage and temperature protection for overload. Electrical and mechanical protection within the housing. Airtight housing made of steel to prevent airflow coming in. Less oxygen inside the battery housing. Cell and module tests can be different from tests at battery level.
8 Overview of Electrical Safety Test Standards Electrical Energy Storage System Abuse Test Manual for Electric and Hybrid Electric Vehicle Applications is contained in SAND For different countries, separate test specifications exist regarding safety and transportation (for US/Canada UL 1642, for China QC/T ). Thermal Stability Test Heat up from room temperature to 200 C in 10 C steps. No fire, explosion or venting under 120 C. Overcharge/Overvoltage Tests 1 and 2 Charge from 100% SOC with a current of 32 A up to 200% SOC for 4 h (active/inactive BMS). No explosion/rupture/ flying parts (inactive BMS). Short Circuit Test 1 and 2 External short with cooling inactive and a conductor resistance < 5 mohms at 100% SOC (active/inactive BMS). No explosion/rupture/flying parts (inactive BMS). Overdischarge/Voltage Reversal Tests Discharge at 100% SOC with 5C until 0% SOC is reached. Discharge to 0V, then to the rated voltage with 5C. No fire, explosion or venting. Partial Short Circuit Test Short circuit of five centrally adjacent modules of a 100% SOC. No explosion/rupture/flying parts. Simulated Fuel Fire Test Fuel fire according to "SAND ". No explosion/rupture/flying parts. Fire Extinguisher Test Test of ability of conventional fire extinguishers to extinguish a burning battery (cracked housing and cells open/electrolyte escaping). Test with ABC powder and CO2 extinguishers.
9 Crush Test at Battery Level Load steps: 50 kn 5 min. waiting time Max. 50 kn: 7 mm ( 150 kn: 15 mm ( 240 kn: 21 mm 270 kn: 24 mm (13%) No housing tears No leakage No thermal reactions
10 Penetration Test at Battery Level Penetration speed: 2.8 mm/s Maximum 100 mm: mm: 26 kn Electrolyte escape from housing opening Slight smoke formation Maximum housing temperature: 56 C No fire
11 Special Crash Test for Battery Compartment S 400 HYBRID Battery pushed, but no damage
12 The combined life endurance of a battery consists on attributes from the calendar life during and without operation and cycle life (HEV-Application). Calendar life Verweildauer [s] 5E+05 4E+05 3E+05 2E load spectrum of temperature Klassenmitten Batterietemperatur [ C] Calender Life [Years] Li-Ion Li-Ion Temperature [ C] calculated calendar life endurance (for measured temperature profile) Cycls Cycle Li-Ion NiMH sli-ion State of Charge [%] calculated cyclic endurance (for measured SOCprofile) Cycle life Spannenpaaranzahl SOC Gesamt >=1%_relativ 100 load spectrum of SOC Hub% Batterie SOC_Gesamt temperature profile of calendar life aging (during vehicle downtimes) combined life endurance of battery estimated value (forecast) optimization loop combined life endurance of battery actual value (out of actual vehicle usage)
13 Status of HEV/EV Batteries
14 HEV batteries: The key-performance indicator cost is the most challenging one. Power Density Battery [W/ltr] > 2000 [W/kg] > 1300 Safety F S 400 HYBRID Battery Life Cycles > ( SOC < 5%) Calender > 10 Jahre (@ Tm=40 C, 50% SoC) Cost challenging Co Ni Mn R Fe
15 EV batteries: Improvements on cost, safety aspects and lifetime aspects has to be the main focus within the next generations of EV batteries (increasments in the energy density until 2020 will be under 20%). Energy Density Battery [Wh/ltr] > 200 [Wh/kg] > 140 challaging Life Full Cycles > 3000 Calender > 10 Jahre Tm=40 C, 100% SoC) to be Charge Current proofed Safety Cost challaging Cells Battery EV Battery (Li-Ion) challaging Co Ni Mn Fe
16 EV batteries: Post Li Technologies like Li-S, Li/Air are far away (> 2025). Olivines like LiMPO 4 or Li 2 MPO 4 F together with stabilized electrolytes above 4,3 V are very attractive as materials for the cathode side. Olivine (LiMPO4) Olivine Fluoride (Li2MPO4F) Today: Limit for Dissolution of Electrolytes Potential versus Li/Li + (V) TODAY Cathode Anode Li/Air (theoretical) Li-Titanate Silicon TODAY Kapazität (Ah kg -1 )
17 Status of PEM Fuel Cell Systems Technologies
18 Status of PEM Fuel Cell Systems Pressure vessel technology only option Preventing Leakage of H2 over lifetime is very challanging Low cost one vessel technology Low cost solution anode loop neccessary (HV blower vs. Jet pump vs. dead end) 700 bar Tank Recirculation Blower 300 Wh/kg Li-Battery: 100 Wh/kg Turbo Charger Cooler Anode Cathode H2-Purge GtG-Humidifier H Wh/ltr. el. turbo charger technologies vs. compressor technologies (e.g. screw) Medium pressure to minimize energy loss (e.g. 2 bara) M Li-Battery: 170 Wh/ltr High current density neccessary (e.g. 1.5 A/cm²) -> 12 m² active area Low Platinium loading (e.g. 0.2 mg/cm²) Roll processis for stack production
19 Field Experience of Battery and Fuel Cell driven Vehicles
20 Field-Test at Daimler: Feedback from customers driving both an EV and a Fuel Cell car. Results: Interview Study in Combination with a Driving Experiment The level of enthusiasm for both vehicles is very high; the Fuel Cell car enjoys a slightly higher rating. The driving characteristics of both vehicles are regarded as positive overall. In terms of top speed, acceleration and sportiness, the Fuel cell car fares considerably better. Noise levels are a divisive factor in both vehicles. While the quiet operation is seen on the one hand as positive, danger to pedestrians and in the case of the Fuel Cell car whistling noises are critically assessed by some. For the Fuel Cell car, above all a better filling station infrastructure is seen as a prerequisite for purchasing. With the EV car, the range must be increased. Reliability and safety are seen as a must for both vehicles. Recommendations to other buyers are more frequent in the case of the Fuel Cell car. More or less the same TCO is seen as acceptable for the EV car, and even a higher figure (20%) for the Fuel Cell car. Interview I Information on drive train Interview II Daily Drive: One Week Interview III 12 customers, 7 weeks
21 Summary
22 Summary Key Performance Indicators as to be fullfilled for using the Battery in a automotive Product (consumer area max. 4). Right Selection of Active Materials is decisive for the Battery. Different Chemistries and Cell Technologies for HEV and EV Applications are necessary. Confirmation of high safety potential of the Mercedes-Benz S 400 HYBRID battery - Concept safety due to location of the battery in the car - Structural safety due to stable steel housing - No explosion/rupture or flying parts in the case of overload and short-circuit tests! High Safety Reserves for real Crash Accidents - Force Limit >> 150 kn HEV: Reducing Cost is the major Task! EV: Reducing Cost and Safety/Lifetime Aspects are dominant! Post Li Technologies for achieving higher Ranges in the Car are far away (> 2025). FC: System technologies, e.g. air-charger, are further developing. Fuel Cell cars has a high acceptance at customers.
23 Thank You!
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