Electric Battery
Actual and future Battery
Technology Trends
Peter Birke
Senior Technical Expert Battery Systems
Business Unit Hybrid Electric Vehicles
Division Powertrain
Continental AG
Co-authors: Michael Keller, Michael Schiemann
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Prague, May 6th, 2010
Introduction and short historical overview
Batteries first steps
1789 - Luigi Galvani
Experiments with frogs‘ legs
1801 - Alessandro Volta
Battery with alternating one upon the other
stacked Copper and Zinc plates (Cu/Zn).
The plates were separated by cloths, which
have been soaked by acid.
1802 - Johann Wilhelm Ritter 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.
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Introduction and short historical overview
Batteries “Walk Of Fame”
2004 Introduction LiFePO4 cathode material
2002 Introduction of NMC cathode material
1999 Lithium ion polymer
1996 Manganese based Lithium-Ion batteries – cost optimized
Energy density E [Wh/kg]
1991 Introduction of Lithium – Ion batteries (Sony): Cobalt based
1990 Introduction of NiMH
batteries (Sanyo) with higher
energy density and banned
Cadmium
1972 Development of
NaS (Sodium-Sulphur batteries)
high temperature batteries
1983 Lithium metal rechargeable - Moli
Begin of 80er CSIR Laboratory development of
NaNiCl (Sodium-Nickelchloride) ZEBRA battery
1950er serial production of sealed Nickel Cadmium production
1930 Nickel Zinc battery - Drumm
1901 Thomas Alva Edison – Nickel Iron battery
1899 Waldemar Jungner - first Nickel Cadmium battery (pocket plates)
1859 Gaston Planté – first lead acid battery
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720 Wh/kg
Theoretical energy density
Practical energy density
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ZnBr
450 Wh/kg
720 Wh/kg
kg
NaNiCl
NaS
70 – 200 Wh/kg
NiMH
90 – 140 Wh/kg
NiZn
80 – 110 Wh/kg
435 Wh/kg
50 – 90 Wh/kg
300 Wh/kg
320 Wh/kg
45 – 80 Wh/kg
NiCd
45 – 80 Wh/kg
240 Wh/kg
25 – 45 Wh/kg
161 Wh/kg
20 – 40 Wh/kg
High temperature battery
Pb
795 Wh/kg
Battery types - historical overview
Comparison of energy densities
Li-Ion
Introduction short historical overview
Electrode reaction principle of different battery types
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.
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).
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).
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breakthrough
Batteries for hybrid and electric vehicles
Future development trends powered by vehicle requirements
Power density [Whkg]
Hybrid vehicle
Electric vehicle
Energy density [Wh/kg]
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Lithium-Ion batteries trends
Electric Battery 20xx, quo vadis?
Higher energy density (EV,
Consumer-Market,
Market, especially
portable devices)
Higher current
densities (e.g. HEV, PHEV,
power tools)
Lower costs for „Low end“
products
Alternative active materials,
which require less
supervising hardware (e.g.
less sophisticated voltage
control)
Low cost active materials for
applications with reduced
demands (e. g. less
capacity, power)
Due to increasing different demands there will be a larger variety in cell types and
also different electrochemistries.
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Lithium-Ion batteries
… the challenges are also on system level
2030
2030
Energy density [Wh/kg]
2020
2015
High integrated
electronics, new
electro-mechanical
components and
new package design
give potentials for
future energy
increase on system
level
*@ 100 % SOC @ 1h @ 20°C 50 Ah cell
Cell level
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System level
Energy Storage Systems - Components
Electromechanical components and electronic components
Software
+
Fuses and current sensing
Protection against electrical overload
Switches and Service disconnect
HV disconnect in service case
Support emergency shut-off
HV Connectors and wiring
Vehicle power interface
BMC
Calculation general condition of battery
Input of max. charge / discharge current
Monitoring of isolation
Control of main relay, pre-charge device
Isolation of control voltage and
battery voltage
CSC
Active balancing of Li-Ion cells
Measuring of temperature
Modular Li-Ion
Ion Energy Storage System Concept
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Lithium-Ion batteries
Challenges on cell and on system level
Weight distribution Mild hybrid
battery (H7 packaging)
40%
20%
0%
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13 % Packaging
10 % Cooling
70 %
Cell pack
High integration
60%
7%
Electronics & Electromechanical components
(fuses, HV connectors, wiring)
Customized
Weight [%]
80%
HEV battery (20 kW @25
@25°C
C 10 sec)
100%
Customized
Modular
Successful weight reduction on system level
Jump from first to second generation
High integrated Electronics
-2%
100%
Weight [%]
80%
Improved housing Optimized internal
-4%
-2% accomplishment
-10% optimized cell design
Reduced sealing
compound
Outlook
60%
40%
20%
0%
2009
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2012
2015
Li-Ion battery system
Power density and energy density development is necessary but ….
Power density
Energy density
[Wh/l]
[W/l]
2030
HEV cells
400
2016
10,000
2030
HEV cells
2030
2016
2012
2016
2012
2012
2008
200
2030
2008
EV cells
2008
2008
EV cells
0
0
0
5,000
[W/kg]
- @ 100 % SOC @ 10s @ 20°C
(typical SOC HEV 50 % - 60 %)
- Cell volume without tabs
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10,000
0
100
200
[Wh/kg]
- Cell volume without tabs
300
Lithium-Ion batteries
Cathode materials – future potential of Phosphates for Li-technology
Li
LiNiPO4
LiCoPO4
4,8V
LiMnPO4
4,1V
LiFePO4
3,2V
3,6 V
LiAl0,05Co0,15Ni0,8O2
LiCoO2
High energy and
high intrinsic safety
3,6 V
today
LiNi1/3Co1/3Mn1/3O2
3,6V
LiMn2O4
0
tomorrow
5,1V
3,9V
100
200
300
400
500
Theoretical spec. energy [Wh/kg]
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Source: Dr. Wohlfahrt-Mehrens,
Wohlfahrt
ZSW
600
700
NiZn
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Li-Ion
450 Wh/kg
70 -250 Wh/kg
320 Wh/kg
Future evelopment of energy
130 – … Wh/kg
Laboratory samples
45 – 80 Wh/kg
Energy density [Wh/kg]
Li/Sx
Li/MeFy Li/F2
11600 Wh/kg
… 3500 Wh/kg
Practical energy density
650 Wh/kg
Theoretical energy density
3500 Wh/kg
Future development direction
… 2000 Wh/kg
Future cell systems
Development of energy
Li/MeOz Li/O2
New Battery trends
Lithium + … Sulfur
Negative Electrode: Lithium metal (electrodeposited and
sandwiched between current collector and stabilization layers
Electrolyte: Organic based
Positive Electrode: Sulphur with carbon
Negative electrode
Negative conductor
Separator
Positive conductor
Positive electrode
Separator
Challenges: Safety and life time (especially over cycles)
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New Battery trends
Lithium + … 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:
High temperature required
Excellent material distribution within the matrix
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New Battery trends
Lithium + … Air
Air
Oxygen permable membrane
Composite carbon electrode on
Ni current collector (Cathode)
Solid polymer electrolyte
Li on Ni current collector (Anode)
Metallized plastic envelope
Challenges: Safety and life time (especially over cycles)
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Mild HEV
Plug In HEV
VRLA / Li-Ion
Li
VRLA &
Li-Ion / other
VRLA & DLC
VRLA & ECCAP / Li-Ion
VRLA & Li-Ion /
ECCAP / other
Li-Ion / NiMH
Li
Li-Ion
Li-Ion / other
Li-Ion / NiMH
Li-Ion
Li-Ion / Li
Li-Ion
EV
Li-Ion
Li-Ion / Li
Li-Ion
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Li-Ion
EV Cell
VRLA – sealed lead acid batteries with immobilized electrolyte (absorbed glass mat batteries AGM)),
AGM))
FLA – vented lead acid batteries with fluid electrolyte
UCAP – double layer capacitor, ECCAP – double layer capacitor with extended capacity,
capacity NiMH – Nickel-metal hydride battery
Li-Ion – Lithium-Ion battery, Li – e.g. Lithium-air , other – e. g. Nickel tin battery
PHEV Cell
Li-Ion
HEV Cell
VRLA & FLA
NiMH
2030
VRLA
2020
FLA
2010
DLC
Micro HEV
Outlook cell technologies
Cell technologies in dependence on applications
System Comparison
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
Li-Air
LiFluorine
… up to 1,500 km
operating range
Li-Ion
… up to 120 km
operating range
Gasoline
0%
1)
25%
50%
75%
100%
Basis for comparison: Weight of powertrain + weight of energy carrier/storage
ICE: Vehicle with Internal Combustion Engine, EV: Electric Vehicle
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[ km/kg
km/kg ]
System Comparison
Vision of electrical energy storage systems and operating range
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Summary
The Li-Ion
Ion technology will become more and more the dominant technology for
electro mobility.
The Li-Ion
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-Ion
Li
For low-end
end applications also electrochemistries such as Lead acid or Nickel-Zinc
Nickel
will 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
management, housing will lead to decrease in volume, weight and system costs.
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Thank you for your Attention
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