Towards competitive European batteries

GC.NMP.2013-1 Grant. 608936

2020

Requirements of the application for a battery Dr. Nerea Nieto Researcher at the Energy Unit [email protected] +34 606 984 359

Workshop EPE Conference – Geneva (Switzerland) 9th of September 2015

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INDEX 1. Introduction to the application: current EV market 2. Batteries in hybrid and electric vehicles 3. Application requirements from the batteries point of view 4. Batteries2020 approach for the validation of the lifetime model 5. Summary

1. INTRODUCTION TO THE APPLICATION: CURRENT EV MARKET

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1. INTRODUCTION TO THE APPLICATION C. ECONOMIC ISSUES:

A. POLITICAL INITIATIVES: “20-20-20”

B. HEALTH ISSUES: AIR POLLUTION

4

1. INTRODUCTION TO THE APPLICATION

PHEV

BEV

5

1. INTRODUCTION TO THE APPLICATION BEVs

PHEVs

HEVs

6

2. BATTERIES IN HYBRID AND ELECTRIC VEHICLES

7

2. BATTERIES IN HEV & EV NICKEL-CADMIUM (NICD)?

LEAD-ACID (LAB)?

NICKEL METAL-HYDRIDE (NIMH)?

LITHIUM-ION (LI-ION)?

8

2. BATTERIES IN HEV & EV

Energy capacity per kilogram (kWh/kg)

Weight of the battery ↓

Electricity/Fuel consumption ↓

Limited volume in most transportation vehicles

*“Zebra” batteries can only operate in temperature ranges higher than 200oC

9

2. BATTERIES IN HEV & EV

RANGE REQUIREMENT

NICKEL METAL-HYDRIDE (NIMH)

LITHIUM-ION (LI-ION)

10

2. BATTERIES IN HEV & EV

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3. APPLICATION REQUIREMENTS FROM THE BATTERIES POINT OF VIEW

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3. APPLICATION REQUIREMENTS

STEP 1

STEP 2

STEP 3

STEP 4

• Vehicle Speed, v(t) • Required Power, Pe(t) • Battery Current, I(t) • Battery C-Rate, C(t)

13

3. APPLICATION REQUIREMENTS STEP 1

• Vehicle Speed, v(t)

• RequiredComments Power, Pe(t) & Conditions

Num.

Drive STEP Cycles 2

1

Japanese Legislative cycles

2

3 cycles EUSTEP legislative

3

US cycles

4

STEP 4 WLTC

For approval of cars in Japan

• Battery Current, I(t) For approval of vehicles in EU For approval of cars, buses, HGVs in US

• Battery C-Rate, C(t) Worldwide Harmonized Light Vehicles Test Cycles

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3. APPLICATION REQUIREMENTS STEP 1

• Vehicle Speed, v(t)

• RequiredComments Power, Pe(t) & Conditions

Num.

Drive STEP Cycles 2

1

Japanese Legislative cycles

2

3 cycles EUSTEP legislative

3

US cycles

4

STEP 4 WLTC

For approval of cars in Japan

• Battery Current, I(t) For approval of vehicles in EU For approval of cars, buses, HGVs in US

• Battery C-Rate, C(t) Worldwide Harmonized Light Vehicles Test Cycles 140

URBAN PART

120

SUBURBAN PART

Speed, km/h

100

80

60

40

20

0

0

200

400

600

800 1000 time, s

1200

1400

1600

1800

15

S STEP 2

• Required Power, Pe(t)

STEP 3

• Battery Current, I(t)

Parameter η

3. A PPLICATION REQUIREMENTS • Vehicle Speed, v(t)

Significance

• Battery C-Rate, C(t)

STEPOverall 4 efficiency of the motor, controller, converter.

Value 0.9

ρ

Air density [kg/m3]

1.204

S

Vehicle frontal area [m2]

2.09

Cx

Drag coefficient [/]

0.32

v

Vehicle speed [m/s]

-

CR

Rolling coefficient [/]

0.01

mt

Total mass of the vehicle [kg]

1495

g

Gravity constant [m/s2]

9.81

a

Vehicle acceleration [m/s2]

-

FIAT 500

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3. APPLICATION REQUIREMENTS STEP 1

• Vehicle Speed, v(t)

STEP 2

• Required Power, Pe(t)

STEP 3

• Battery Current, I(t) 4

• Battery C-Rate, C(t)

140

URBAN PART

120

5

STEPSUBURBAN 4

x 10

4

PART

3

100

80

60

FIAT 500

Power, W

Speed, km/h

2 1 0 -1

40 -2 20

0

-3

0

200

400

600

800 1000 time, s

1200

1400

1600

1800

-4

0

200

400

600

800 1000 time, s

1200

1400

1600

1800

17

S STEP 2

BATTERY PACK VOLTAGE: 365 V

STEP 3

BATTERY CELL CAPACITY: 20 AH

• Required Power, Pe(t) • Battery Current, I(t)

50

2.5

40

2

30

1.5

20

1

10

0.5

0

0

-10

-0.5

-20

-1

-30

0

200

400

600

FIAT 500

• Battery C-Rate, C(t)

C-Rate

Icell, A

STEP 4

3. APPLICATION REQUIREMENTS

• Vehicle Speed, v(t)

800 1000 time, s

1200

1400

1600

1800

-1.5

0

200

400

600

800 1000 time, s

1200

1400

1600

1800

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4. BATTERIES2020 APPROACH FOR THE VALIDATION OF THE LIFETIME MODEL

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4. BATTERIES2020 APPROACH VALIDATION PURPOSES HOW ACCURATELY CAN THE LIFETIME MODEL PREDICT THE SOH OF CELLS AGED WITH ACCELERATED PROFILES DIFFERENT THAN THOSE USED FOR THE MODEL DEVELOPMENT ? IS THE LIFETIME MODEL DEVELOPED FROM ACCELERATED AGING TESTS ABLE TO PREDICT DEGRADATION IN REAL OPERATING CONDITIONS ?

Individual validation of the calendar and cyling ageing model.

Real Profiles

Accelerated Dynamic validation Step 2 Comparison between obtained results

Validation of the methodology for the development of the lifetime model. Validation of the lifetime model itself. [E. Sarasketa-Zabala, Ph.D Thesis, 2014] [E. Sarasketa-Zabala et al., Validation of the methodology for lithium-ion batteries lifetime prognosis, EVS27, 2013, Barcelona, Spain]

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4. BATTERIES2020 APPROACH Only the most severe profiles considered. Cells cycled without assuming there is a TMS, i.e., cells cycled at the ambient T corresponding to the avg of each month and to the city.

Real Profiles Seasonal Temperature

From Monday to Friday 8:00 am: Unplug fully charged car from home charging station and drive to work 8:30 am: Get to work 6:00 pm: Leave the office 6:30 pm: Get home.

Worldwide Harmonized Light Vehicles Test Cycles

Parameters considered for REAL TESTS

140

Driving SUBURBAN Profiles PART

URBAN PART

120

Speed, km/h

100

Driving Patterns

Saturday 10:00 am: Drive a few kilometers for an errand 12:30 am: Get home Sunday The EV is not used

80

60

Charging Mode 1 (IEC 61851): 40

20

0

0

200

400

600

800 1000 time, s

1200

1400

1600

1800

Charging Strategy

Same level of I and V as the dwelling, i.e., 16 A and 230 volts 3.7 kW. Fiat 500 battery pack: 364 V, 66 Ah 3 modules x 100 cells connected in paralel Current Rate: C/6

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4. BATTERIES2020 APPROACH REAL PROFILES

Works outside the city. 60’ from home. 2xWLTC-Urban + 2xWLTCSuburban.

Works in the city. 30’ from home. 2xWLTC-Urban. 50

40

41

30

32 20

23

10

Current A

Current, A

0 -10

14 5 -4 -13

-20

-22

-30

-31

-40 28800

29300

29800

-40 28800

30300

29300

29800

30300

31800

32300

50

100

90

41

90

80

32

80

70

23

70

14

60

5

50

-4

40

30

-13

30

20

-22

20

-30

10

-31

10

-40

0

-40

0

0

50

-10

40

2

4

6

8

10

12

14

16

18

time, h

Current, A

0

20

22

24

0

2

4

40

100

32

90

24

80

16

70

8

60

0

50

-8

40

-16

30

-24

20

-32

10

-40

0 0

2

4

6

8

10

12 time, h

14

16

18

20

22

24

6

8

10

12

14

16

18

20

22

24

time, h

SOC, %

60

SOC, %

10

Current A

100

30

-20

Both drivers travel 15 min to go to do the shopping on Saturday morning (2 x WLTC-Urban).

31300

40

20 Current, A

Both drivers plug in their vehicles during working hours as well as when getting home.

30800

time, s

time, s

SOC, %

From Monday to Friday 8:00 am: Unplug fully charged car from home charging station and drive to work 8:30 am: Get to work 6:00 pm: Leave the office 6:30 pm: Get home. Driving Patterns Saturday 10:00 am: Drive a few kilometers for an errand 12:30 am: Get home Sunday The EV is not used

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4. BATTERIES2020 APPROACH TEST DISTRIBUTION Driver

1

2

Seasonal Temperature

Seville

Copenhaguen

Charging Strategy

2 cells

2 cells

After Driving

Seville Copenhaguen 2 cells

2 cells

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4. BATTERIES2020 APPROACH TEST DISTRIBUTION Driver

1

2

Seasonal Temperature

Seville

Copenhaguen

Charging Strategy

2 cells

2 cells

After Driving

Seville Copenhaguen 2 cells

2 cells

105

SOH (capacity) [%]

100 95

G1-IK-012 G1-IK-014

90 85 80 0

100

200

300

Time [days] 100 85

40 35 30 25 20 15 10 5 0 0

50

100

Time [days]

150

200

250

Resistance Increase [%]

T [◦C]

Ambient temperature profile

70 55

G1-IK-012

40

G1-IK-014

25 10 -5 0

100

200

300

Time [days]

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4. BATTERIES2020 APPROACH TEST DISTRIBUTION 1

2

Seville

Copenhaguen

Charging Strategy

2 cells

2 cells

After Driving

Seville Copenhaguen 2 cells

2 cells

110

105

SOH (capacity) [%]

Seasonal Temperature

100 G1-VUB-213

95

G1-VUB-214 90

85

80 0

50

100

150

200

Time [days] 100 85

Resistance Increase [%]

Driver

70 55 G1-VUB-213 40

G1-VUB-214

25 10 -5 0

50

100 150 Time [days]

200

25

4. BATTERIES2020 APPROACH TEST DISTRIBUTION 1

2

Seville

Copenhaguen

Charging Strategy

2 cells

2 cells

After Driving

Seville Copenhaguen 2 cells

2 cells

105 100

SOH (capacity) [%]

Seasonal Temperature

95 G1-IK-026

90

G1-IK-027 85 80 0

100

200

300

Time [days]

100 85 Resistance Increase [%]

Driver

70 55 G1-IK-026

40

G1-IK-027

25 10 -5 0

100

200

300

Time [days]

26

4. BATTERIES2020 APPROACH TEST DISTRIBUTION 1

2

Seville

Copenhaguen

Charging Strategy

2 cells

2 cells

After Driving

Seville Copenhaguen 2 cells

2 cells

110

105

SOH (capacity) [%]

Seasonal Temperature

100 G1-VUB-215

95

G1-VUB-216 90

85

80 0

50

100

150

200

Time [days] 100 85

Resistance Increase [%]

Driver

70 55 G1-VUB-215 40

G1-VUB-216

25 10 -5 0

50

100 150 Time [days]

200

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5. SUMMARY

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5. SUMMARY Introduction to the EV application Preferred battery solutions for Evs: lithium-ion batteries Vehicle speed - Required Battery Power - Battery Current - Battery C-Rate BATTERY PACK VOLTAGE

BATTERY CELL CAPACITY

BATTERIES2020 approach for lifetime model validation: real driving profile tests

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