European Green Vehicles Initiative Association

Research challenges for post Li-Ion batteries:

• Expectations and opinions from the industry

• Johnson Controls Power Solutions - Technology White Paper

January 21, 2014; Brussels

White paper outline

Assessment and Overview of today’s battery technologies

R&D needs for the next generation Li-Ion cell chemistry & battery system

R&D needs beyond Li-Ion

-------------------

Background JCI (if applicable to this audience)

2

Confidential and Proprietary

Challenges for the Introduction of Future Automotive Batteries :

Market conditions have shifted towards

electrification of the power train :

Environmental concern and emission targets

for the OE manufacturers

Emerging markets with infrastructure

development (EE - AP – SA)

Mega-cities and increasing congestion

Changing mind set of consumers

towards sustainable transportation

Goals the battery industry derives

from these conditions :

1. Performance:

specific energy density and power

capabilities over a wide temperature range

2. Reliability:

Life time of the battery (cyclic and calendar

life) and battery abuse tolerance

3. Industrialization and Supply Chain:

Introduction of technology and supply chain

of critical raw materials

4. System Integration

of Li-Ion (and beyond Li-Ion) Battery

Technology into Automotive drive train

3

Confidential and Proprietary

Electrochemical Storage vs. Fossil Fuels: same conditions for competition?

Self-contained electrochemical systems

show energy density lower by 2 orders of

magnitude lower than fossil fuels

Metal oxide systems (not self-contained)

show highest potential to close the gap to

fossil fuels with respect to energy density

Recharge ability of metal oxides is key

issue of metal oxide systems

Li-Ion shows highest power capability of

self-contained electrochemical systems

(for both discharge and recharge @ RT)

Theoretical Energy Density

4

Confidential and Proprietary

Challenge for future concepts of Electro Mobility:

optimization of energy content of mobile storage systems

Type Specific Energy

Density (from

electrochemistry)

Specific Energy

Density

(cell level)

Specific Energy

Density

(system level)

Example:

20kWh System

Lead Acid 170 Wh / kg < 40 Wh / kg 30 Wh / kg 660 kg

NiMH 180 Wh / kg < 70 Wh / kg 60 Wh / kg 330 kg

NaNiCl2 > 1.000 Wh/kg 125 Wh / kg 80 Wh / kg 250 kg

Li-Ion 714 Wh / kg 150 Wh / kg 110 Wh / kg 180 kg

Li-S 2.600 Wh/kg 350-400 Wh/kg 200-300 Wh/kg 65-100 kg

Li-O / Li2O2 …7.650 Wh/kg …1.700 Wh/kg tbd tbd

Mg-Ion 800 Wh/kg 350 Wh/kg tbd tbd

Stimulation

Research

- cathode / anode

materials

- basic research

on alternative

electro chemistries

Engineering

- cell components

- cell design

- manufacturing

processes

Engineering

- mechanical system

- electronical &

electrical systems

- thermal

management

Existing Systems: Typical Reduction Factor 3…10

5

Confidential and Proprietary

Future Systems: Typical Reduction Factor = ?

6

Challenges and R&D needs for post-Li-Ion battery systems :

Li-S

Type Theoretical

Energy

Density

Realistic

maximum

Energy Density

Performance Challenges

by 2013

R & D Needs

Li-Ion 714 Wh / kg 240 Wh/kg 1. Cold cranking performance

2. Specific energy density for

high-voltage automotive cells

3. Charge acceptance at lower

temperatures

Cathode / anode /

electrolyte materials

development for high-

voltage and low

temperature performance

(both charge & discharge)

Li/S

2600 Wh/kg

2900 Wh/L

350-400 Wh/kg

demonstrated

(theoretical up to

500 - 600 Wh/kg)

1. high self discharge

(polysulfide shuttle, short

circuits )

2. Charging efficiency

(infinite charging via

polysulfide solubility)

3. Dendritic lithium metal

deposition.

4. Alternative Intercalation

materials like LiC6 would

lower energy density

significantly and

do not tolerate ether based

electrolyte used today

1. Cathode / anode /

electrolyte research to

resolve Lithium denditric

growth, insulating layer

of sulphur, electrolyte

depletion, sulfur

utilization.

2. System optimization

(cathode loading,

electrolyte system,

anode material safety)

necessary for high

energy

6

Confidential and Proprietary

Challenges and R&D needs for post-Li-Ion battery systems :

Li-O / Li2O2

Type Theoretical

Energy

Density

Realistic

maximum

Energy Density

Performance Challenges

by 2013

R & D Needs

Li-Ion 714 Wh / kg 240 Wh/kg 1. Cold cranking performance

2. Specific energy density for

high-voltage automotive cells

3. Charge acceptance at lower

temperatures

Cathode / anode / electrolyte

materials development for

high-voltage and low

temperature performance

(both charge & discharge)

Li-O /

Li2O2

7.650 Wh/kg

~ 1.700 Wh/kg 1. Charging efficiency

(catalyst supported recharge

reaction -> oxygen generation)

2. High impedance during

discharge (LiO formation)

3. System integration similar to

Fuel-Cell (pure oxygen to

avoid side reactions)

4. Ageing effects by electrolyte

loss (side reactions)

Cathode / anode / electrolyte

and system integration

research needed to resolve

cycle life issues and

efficiency losses

7

Confidential and Proprietary

Challenges and R&D needs for post-Li-Ion battery systems :

Mg-Ion

Type Theoretical

Energy

Density

Realistic

maximum

Energy Density

Performance Challenges

by 2013

R & D Needs

Li-Ion 714 Wh / kg 240 Wh/kg 1. Cold cranking performance

2. Specific energy density for

high-voltage automotive cells

3. Charge acceptance at lower

temperatures

Cathode / anode / electrolyte

materials development for

high-voltage and low

temperature performance

(both charge & discharge)

Mg-Ion 800 Wh/kg

(MnO2)

350 Wh/kg

1. low operation voltage (1-2V) by

today;

3…4V maximum anticipated

(electrolyte stability limit)

2. High potential of Mg/Mg2+

vs. Li/Li+

(- 2.38V vs -3.01V in water)

3. No ion conductivity of

corrosion layers on Mg anode.

4. Low voltage cathode materials

MoSxSey (1…2V vs. Mg/Mg2+)

1. Develop oxide cathodes

enabling wider operating

window, e.g. 3…4V.

2. Investigate for non-

dendritic Mg deposition

also at high current

densities.

3. Develop electrolyte that

allow for high voltages.

4. Further investigate

cycling stability.

5. Clarify use in high power

systems.

6. Develop activation

method for Mg anode.

8

Confidential and Proprietary

9

Ragone Plot on CELL level - optimistic

SYSTEM overhead & integration expected significant for New Systems !

5

50

500

5000

0 50 100 150 200 250 300 350 400 450 500

W/k

g

Wh / kg

>1000 --//--

Li/O2 Li/S

Li-Ion Mg-Ion

Na/NiCl2

NiMH

Lead/Acid

DLC

Li/S and Li/O2 offer 2-3x higher energy density, but far

from viable:

• Li/S is more developed and yielding credible results;

yet still facing cycling challenges (<300 cycles)

•Li/O2 with high potential, but significant more technical

hurdles (oxygen electrode, electrolyte)

BMU-MB

Software

BDU

Cooling

System

Cells pack CSC Connect.

Service

Disconnect

and fuse

Current

Sensor

Private

network

High Voltage

Network

Low Voltage

Network

Cooling

Circuit

CSC

CSC

CSC

Cells pack

Cells pack

Cells pack

Connect.

Connect.

Connect.

BMU-DB Low Voltage

Network

Application specific

Standard

O S

Physical Layer

HW Abstraction Layer

Data Presentation Layer

Services Layer

Application Layer

Customer Specific

Control Functions

Chemistry Algorithms

Core Software

Application Specific

BMS

Control Strategy of Li-Ion Battery Systems :

NOT EXPECTED TO BE LESS for Mg-Ion, Li/S, Li/O2 !

Modularity and Standardization for More Efficient

Development Cycles

10

Confidential and Proprietary

11

Johnson Controls, Inc.

Highlights

© 2013 Johnson Controls, Inc.

Founded in 1885 in Milwaukee, WI

Continued Divident granted since 1887

Listed at the New York Stock Exchange Index

Since 1965

No. 67 of U.S. Fortune 500

No. 251 of Global Fortune 500

170.000 employees at 1.300 locations in 150

countries

11

12

Johnson Controls Inc.

A global, diversified $42 billion revenue company:

Automotive Experience

Power Solutions

Building Efficiency

© 2013 Johnson Controls, Inc.

35%

14%

51% Turnover

2012

20,1

112

41,9

170

Umsatz Mitarbeiter

2002 vs. 2012

Growth

turnover (bio USD) employees (1000)

13

32%

Employees PS per Region

Power Solutions (PS) global 2012

Battery volume PS per Region

© 2013 Johnson Controls, Inc.

POWER SOLUTIONS GLOBAL

Production: 140 M starter batteries

Market share: 36 %

34%

57%

9%

EMEA

Amerika

Asien

3.350

8.650

2.100

POWER SOLUTIONS GLOBAL

37 Plants

2 Lithium-Ion locations

4 Recycling centers

14

Johnson Controls Power Solutions Locations EMEA

© 2013 Johnson Controls, Inc.

UK

NL

BE

LU

DE

FR

CH AT

CZ

PL

DK

NO

SE

FI

EST

LV

LT

RUS

RU

BY

UA

MD

RO

SK

HU

HR

SI

BA

ME

RS

MK AL

GR

IT

ES

PT

IE

Zwickau

Sarreguemines

Burgos

Stockholm

London

Paris

Rome

Berlin Warsaw

Amsterdam

Bern

SY

Vienna

Castel San Giovanni

Marstetten

Guadalajara

Ceska Lipa

Northampton

Gerards Cross Rotterdam

Katowice

Budapest

Brescia

Madrid

Moscow

Regensdorf

Solna

Hannover

Prague

IR

KW

IQ

AS

Dammam

KAT

Krautscheid

Brussels Diegem

Nanterre

Guardamar

Ibi

Production of Lead-Acid Starter batteries

Production of Poly components

Lithium-Ion-batteries

Recycling-center for Lead-Acid Starter batteries

Fill-and-Formation-location

JV-Production für Lead-Acid

Starter batteries

POWER SOLUTIONS EMEA

8 Distribution centers

14 Sales-and-Marketing-locations

15

An exciting future

A succesful history

Johnson Controls Power Solutions

History and Future

© 2012 Johnson Controls, Inc.

16 © 2012 Johnson Controls, Inc.

CONVENTIONAL

BATTERIE

• Traditional lead-acid battery

ENERGY FLOW

VARTA® START-STOP

BATTERY

• EFB (Enhanced Flooded Battery)

• Vehicles with

basic Start-Stop-Function

VARTA® START-STOP

PLUS BATTERY

• AGM (Absorbent Glass Mat)

• Vehicles with

advanced Start-Stop-Function

• Braking energy recuperation and

passive boost

CO2 savings: 0%

ENERGY FLOW ENERGY FLOW

CO2 savings up to 5 % CO2 savings up to 5 -10 %

Johnson Controls Power Solutions

Battery Technology for Start-stop – a comparison

17

Lithium Ion Batteries

Benefit from vertical integration

© 2013 Johnson Controls, Inc.

Energy Storage Solutions for the entire range of vehicle applications from hybrid vehicles to plug-in hybrids up to electric vehicles

Modular System designed out of submodules provides an efficient solution of fully integrated storage solutions with scalable energy content and power capability

Starting in 2015: prismatic Lithium-Ion Cells introduced into the market

Our Lithium-Ion Batteries in series production

18

Mercedes-Benz S-class S 400, Mild Hybrid

BMW ActiveHybrid 7, Mild Hybrid

Azure Dynamics Balance™, Full Hybrid

Ford Transit Connect Electric, Electric Vehicle

Hybrid Electric Vehicles and Electric Vehicles

(incl. C30 and M30) for

Beijing Electric Vehicle Company

© 2013 Johnson Controls, Inc.