Vehicle Technologies Program
The Parker Ranch installation in Hawaii
Electric Drive Vehicle Battery R&D
David Howell
Tien Duong
November 18, 2009
1
Energy Storage Program
eere.energy.gov
Vehicle Technology
Battery R&D Activities
CHARTER: 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.)
FY2010 Budget: $76 M
$16 M
$44 M
PEV
HEV
Exploratory
$16M
FY2011 Request: $96M
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 Technologies Program
eere.energy.gov
Potential to Reduce Oil
Consumption
Electric traction drives have the potential to significantly reduce oil consumption and
provide a clear pathway for low-carbon transportation.
Vehicle Types and Benefits
HEV
PHEV
EV
Toyota Prius
50 MPG
Chevy Volt
MPGe TBD
Nissan Leaf
All Electric
• 1 kWh battery
• Power Rating: 150kW (200 hp)
• Vehicle Cost est $23,000
• 5.7 cents/mile
• 16 kWh battery
• Power Rating: 170kW (230 hp)
• Vehicle Cost est. $41,000
• 3.5 cents/mile
• ≥ 24 kWh battery
• Power Rating: ≥ 80 kW (107 hp)
• Vehicle Cost $32,780
• 2.1 cents/mile
Achieving large national benefits depends on significant market penetration
Performance and Affordability are the keys
Vehicle Technologies Program
3
eere.energy.gov
DOE and USABC Battery
Performance Targets
DOE Energy Storage Goals
Equivalent Electric Range (miles)
HEV (2010)
N/A
PHEV (2015)
10-40
EV (2020)
200-300
Discharge Pulse Power (kW)
Regen Pulse Power (10 seconds) (kW)
Recharge Rate (kW)
Cold Cranking Power @ -30 ºC (2 seconds) (kW)
Available Energy (kWh)
25
20
N/A
5
0.3
38-50
25-30
1.4-2.8
7
3.5-11.6
80
40
5-10
N/A
30-40
Calendar Life (year)
Cycle Life (cycles)
15
3000
10
750+, deep discharge
Maximum System Weight (kg)
Maximum System Volume (l)
Operating Temperature Range (ºC)
40
32
-30 to +52
10+
3,000-5,000, deep
discharge
60-120
40-80
-30 to 52
Vehicle Technologies Program
300
133
-40 to 85
eere.energy.gov
Lithium-ion Technology
e
e
Anode:
e.g., Graphite
Separator
Conductive
additives
e
Cathode:
e.g., LiNi0.8Co0.15Al0.05O2
Binder
Electrolyte
• Liquid organic solvents
• Polymers
• Gels
• Ionic liquids
Cathode
• Layered transition-metal oxides
• Spinel-based compositions
• Olivine-based compositions
Li+
Anode
• Carbon-based
• Alloys and intermetallics
• Oxides
• Lithium-metal
•
•
•
Vehicle Technologies Program
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
5
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Battery Cell Form Factors
Schematic of Cylindrical Cell
Top cover
Gasket
Cathode lead
Safety vent and CID
(PTC)
Separator
Insulator
Anode lead
Anode can
Insulator
Cathode
Vehicle Technologies Program
Anode
eere.energy.gov
Battery Cell Form Factors
Schematic of Prismatic Cell
Terminal plate
Insulator
Cathode pin
Top cover
Gasket
Insulator case
Safety vent
Spring plate
Cathode lead
Anode can
CID
Separator
Anode
Cathode
Wound or Stacked Electrodes
Vehicle Technologies Program
eere.energy.gov
Vehicle Technology
Battery R&D Activities
The Vehicle Technologies’ battery R&D is engaged in a wide range of topics,
from fundamental materials work through battery development and testing
Advanced Materials
Research
• High energy cathodes
• Alloy, Lithium anodes
High Energy & High
Power Cell R&D
• High rate electrodes
• High energy couples
Full System
Development
And Testing
Commercialization
• Hybrid Electric Vehicle (HEV) systems
• 10 and 40 mile Plug-in HEV systems
• Advanced lead acid
• Ultracapacitors
• High voltage electrolytes • Fabrication of high E cells
• Lithium Metal/ Li-air
• Ultracapacitor carbons
60 Lab & University projects to address cost, life, &
safety of lithium-ion batteries & to develop next
generation materials
35 Industry contracts to design, build, test battery prototype
hardware, to optimize materials & processing specs, & reduce cost
Vehicle Technologies Program
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Status of Conventional HEV
Battery Development
• 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.
Energy and Power Density of USABC HEV
Technologies - 3 Sample Data Sets
Wh/l
Most HEV performance targets met by
Li-ion batteries.
80
70
60
50
40
30
20 1999
10
2000
Calendar Life (years)
Cost ($/25kW battery pack)
25kW HEV Battery Pack Cost
2500
2000
1500
1000
500
0
1997
1999
2001
Li ion
Vehicle Technologies Program
2003
Year
NiMH
2005
2007
2009
16
14
12
10
8
6
4
2
0
2003
2008
2003
3000
4000
W/l
♦ Nickelate/Carbon ♦ Fe Phosphate/Carbon
3500
3000
2007
2008
2005
2006
2007
2008
5000
6000
♦ Mn Spinel/Carbon
Calendar Life -- Two Sample Data
Sets
2004
2005
2006
2007
Year
2008
2009
2010
eere.energy.gov
PHEV Technology
Development Roadmap
Several lithium battery chemistries exist, including:
1
2
3
4
Graphite/Nickelate
Graphite/Iron Phosphate
Graphite/Manganese Spinel
Li-Titanate/High Voltage Nickelate
Exploratory
Research
7 6
Vehicle Technologies Program
5
6
7
Battery
Cost Reduction
Battery Cell and Module
Development
5 4
Li alloy & High capacity carbon
negatives /High Voltage Positive
Li/Sulfur
Li Metal/Li-ion Polymer
2
Commercialization
3 1
eere.energy.gov
Performance Status
of PHEV Batteries
(Subset of goals)
STATUS
(PHEV-10)
PHEV – 10
2012
PHEV-40
2014
10
10
40
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
2,500+
5,000 / 17
5,000 / 58
300,000
300,000
300,000
6-12
15
15
60-80
60
120
50+
40
80
$2,500+
1,700
3,400
Characteristics (End of Life)
Reference Equivalent Electric Range (miles)
POWER AND ENERGY
Peak Pulse Discharge Power - 2 Sec / 10 Sec (kW)
BATTERY LIFE
Charge Depleting Life / Discharge Throughput (Cycles/MWh)
Charge sustaining (HEV) Cycle Life (cycles)
Calendar Life, 35°C (years)
WEIGHT, VOLUME, & COST
Maximum System Weight (kg)
Maximum System Volume (liter)
Battery Cost ($)
Vehicle Technologies Program
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Battery Cost Models
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
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
4000
3500
PHEV (40)
Battery Cost ($)
3000
• 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
2500
2000
PHEV (20)
HEV
1500
PHEV (10)
1000
500
0
0
2
4
6
8
10
12
14
16
Battery Energy Storage Capacity (kWh)
Vehicle Technologies Program
TIAX model –
18
20
eere.energy.gov
Key Results
•
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.
Vehicle Technologies Program
eere.energy.gov
Lithium-Ion Abuse Tolerance
• 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
Vehicle Technologies Program
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Lithium Supply Status and the Impact
of Lithium Recycling
Are we trading petroleum dependence for dependence
on lithium?
Light-Duty Vehicle Sales Projection to 2050
• 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).
Future U.S. Lithium Demand Compared to Historical Production
60000
Large batteries
no recycling
6,474
USGS Reserves
4,100
USGS Reserve Base
11,000
Other Reserve
Estimates
Vehicle Technologies Program
30,000+
Effect of recycling
World Production
US Battery Demand
US Consumption
Available for recycle
Net virgin material needed
50000
Tonnes contained lithium
Cumulative demand to
2050 (Contained lithium,
1000 Metric tons)
40000
30000
20000
10000
0
1990
2000
2010
2020
2030
2040
2050
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
Laboratory and University
Applied and Exploratory Research
Cell analysis and
Construction
10 Projects
Modeling
5 Projects
LBNL, ANL, NREL, INL,
U of Michigan
Electrolytes
12 Projects
V
I
Lawerance Berkley, BNL,
ANL, SNL, Hydro-Quebec
-
Advanced Anodes
11 Projects
ANL, PNNL, ORNL
SUNY Binghamton
U of Pittsburgh
Vehicle Technologies Program
+
LBNL, ANL, ARL, JPL,
BYU, CWRU, NCSU,
UC Berkeley, U of Rhode
Island, U of Utah
Diagnostics
6 Projects
Advanced Cathodes
15 Projects
LBNL, BNL, ANL
SUNY Stony Brook,
MIT
ANL, PNNL, LBNL
UT Austin, SUNY Binghamton
eere.energy.gov
Mid-Term R&D
Next Generation Lithium-ion
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.
Approaches
 Current research is focused on controlling the volume expansion of these
alloys and developing electrolytes that are stable above 5V.
Provided these issues are resolved, an advanced lithium-ion battery operating at
300–350 Wh/kg at cell level is possible.
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Vehicle Technologies Program
eere.energy.gov
Long-Term R&D
Beyond Li-ion
•
•
•
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.
19
Vehicle Technologies Program
eere.energy.gov
QUESTIONS?
www.vehicles.energy.gov
Vehicle Technologies Program
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