Presentation: 2006-09-27 Lithium-Ion: Enabling a Spectrum ... · PDF fileAdvanced Power...

Advanced Power Solutions 1

CARB ZEV Symposium September 27, 2006

Lithium-Ion:Enabling a Spectrum

of Alternate Fuel Vehicles

California Air Resources Board ZEV SymposiumJohnson Controls – Saft Advanced Power Solutions

September 27, 2006

Michael Andrew



Johnson Controls – SAFT Advanced Power Solutions

The Joint Venture develops, manufactures, and sells NiMH and Li-Ion battery systems for HEVs, PHEVs, and EVs, globally.

Johnson Controls Power Solutions

► The world’s leading global automotive lead-acid battery supplier

► 2005 sales $2.9 billion

► Global capacity of over 110 million batteries

► Multi-million dollar advanced R & D Centers in 5 countries

► Advanced battery technologies for advanced vehicle systems

► Electronics and Interiors integration capabilities

► Joint Venture formed in January 2006 with SAFT

SAFT

► Major supplier of battery systems to transportation, aerospace,and military markets

► Expertise in NiMH and Li-Ion technologies



Overview

►JCS background

►Electric power trains – they’re not just for HEV’s anymore

►Commercialization challenges for the battery manufacturer

►Why Li-Ion?

►System design is critical

►Conclusions and recommendations



HEV Market is Growing: Will PHEV/EV Penetration Be Significant?

2006 forecast is close to projected EOY in North America: 231,000

� Fuel economy

� High oil prices

� Energy security

� Global environmental concerns

• CO2

• Emissions

� Vehicle performance

� Technology leadership

� National Energy Policies

Market Drivers

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

20032004

20052006

20072008

20092010

20112012

20132014

20152016

SAE projection for 2012 – 2.7M

JD Powers(0.8M US Only)

Toyota (only) Global SalesProjection 1M

Ford (only)Global Sales

Projection .25M



Key Attributes of a Plug-In Hybrid Electric Vehicle (PHEV)

► The PHEV is functionally equivalent to a conventional HEV while driving.

► The battery in a PHEV is capable of being recharged by the grid, typically overnight, in addition to accepting regenerative braking electrical energy

► PHEVs enable significant reductions in tail pipe emissions

► The power train control strategy could favor electrical power over internal combustion engine power early in the drive cycle such that stored electricity is the preferred energy source while the battery is near full charge. However…………..

► …….PHEV’s can offer efficiency and petroleum fuel dis placementadvantages even without offering electric-only oper ating range.



Electric Power in kW

1 10 100 1000

10

100

1000

10.000

100.000

Ele

ctric

Ene

rgy

per

cycl

e in

Wh

10sec20sec

2 min

120 min

Mild Hybrid + Comfort

Features

20 min

Mild Hybrid

PowerAssistHybrid

Full Hybridbus

Electric vehicle Plug In Hybrid

Mild Hybrid (144V):• 0.5 – 1kWh• 10 – 15kW

Power Assist Hybrid (>200V):• 1 – 3kWh • 20kW – 60kW

Plug-In Hybrid (pure electric range):

• 10 – 20kWh • 50kW – 100kW

Full Hybrid Bus:

• 2 – 20kWh

• 80kW – 200kW

Application Requirements Show Minimal OverlapOne Battery Size and Cell Type DO NOT Fit All

Electric-Type Vehicle Application Matrix



The Transition from HEVs to PHEV/EVs is NotSimply a Scale-up OpportunityBusiness Case Challenges are Driven by the Followin g Factors :

Battery System Requirement HEV PHEV Development Risk C ost Impact

System voltage 120-350 V 200-350 V Neutral

Cell Capacity 4 - 10 Ah 40+ Ah High

HVAC System Air/Other Possibly liquid-cooled Moderate

Depth of discharge 2-10% 2-80% High

Battery management subsystem complexity x xx Moderate

Design for abuse tolerance x xx Moderate

Manufacturing Investment x xxx High

Warranty structure complexity x xxx Moderate*

Calendar Life 15 year 15 year Moderate

Cycle Life 300,000 TBD High

* High if V2G energy transfer is required

System Type



Cycle Life is a Challenge as Electrode Utilization Increases

Battery Life is a function of “typical d.o.d” and th e number of cyclesD

evel

opm

ent R

isk/

Pro

duct

Cos

t

Depth-of-discharge Related to Vehicle Type

10% 50% 80%

High Electric-Only Range PHEV

Minimal Electric-Only Range PHEV

Conventional HEV



Nickel Metal Hydride

V = 1.25/cell10 cells = 12.5 V

Lead-Acid

V = 2.12/cell6 Cells = 12.7 V

Lithium-Ion

V = 3.6/cell4 cells = 14.4 V

Why Li-Ion?

� Li-Ion Requires Fewer Cells for the Same System Voltage� Substantially Higher (2-3x) Specific Energy than NiMH� Approximately 50% Higher Energy Density than NiMH



Cell Design is The Heart………………… .

There is NO Lithium in Metallic Form in the Cell

► Positive material: aluminum with metal oxide coating

► Negative material: copper with graphite coating

► Electrolyte: blend of organics with conductive salt

► Cylindrical, spirally wound type jelly roll

► Aluminum case

► Laser welding for enhanced reliability

► Abusive overpressure release through rupture area

► Integrated circuit interrupter



Li-Ion Has Full Spectrum Applicability

Design flexibility: Very high energy to very high po wer

1

10

100

1,000

10,000

100,000

0 20 40 60 80 100 120 140 160 180 200

Specific Energy, Wh/kg at Cell Level

Lead acid

Lead acidspirally wound

Ni-Cd Ni-MH

LiM-Polymer

Spe

cific

Pow

er, W

/kg

atC

ellL

evel

Supercapacitors

Na / NiCl2

Li-ion

High

Energy

Li-ion

High Power

Li-ion

Very High Power

Advanced Power Solutions


12

JCS Li-Ion Cell Portfolio

VL45E VL41M VL27M VL6P VL7P VL20P VL30P

Capacity (Ah) C/3 @ 4V 45 41 27 6.5 7 20 30

Dia. (mm) 54 54 54 38 41 54 54

Length (mm) 222 222 163 145 145 163 222

Weight (kg) 1.07 1.07 0.77 0.35 0.37 0.75 1.10

Volume (dm 3) 0.51 0.51 0.38 0.16 0.19 0.38 0.51

Energy (Wh) 160 146 96 22 25 71 107

Power (W) Current limit (A)

710 250

850 300

760 300

720 250

670 250

1130 500

1250 500

Power (W) V limit, 2.5 V 1100 850 1600 2300

30s – 50%SOC 10s – 50%SOC

Note: Characteristics at 25°C

EV Applications Power ApplicationsFull Hybrid

PHEV Applications



13

DST Cycle Life – Power at 20% & 50% SOC / 150 A

Li-ion VL45E cellsDST cycle life test (240 W/kg), 80% DOD, +20°C

Current limit power at 80% DOD and 50% DOD (30s pul ses)

0

100

200

300

400

500

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Cycles

Pui

ssan

ce (W

)

0

4

8

12

16

20

R. I

. (m

Ohm

)

W at 80%DOD W at 50%DOD Ri at 80%DOD Ri at 50%DOD

20% power loss projected at 2,300 cycles at 80% DOD

20% power loss projected at 4,900 cycles at 50% DOD

VL41M product performs comparably



14

System Design is the Brain and Nervous System…………



15

A Layered Strategy to Assure Abuse Tolerance in Lithium-Ion Battery Systems

CellCell Battery Module Battery Module System/BMSSystem/BMS• Materials

• Material interactions

• Design for maximum cooling

• Effective vent release

• Temperature sensor(s)

• Power disconnecton venting

• Cell balancing circuitry

• Over-discharge over-voltage protection

• Optimized thermal management

• Temperature sensor(s)

• Thermal fuse

• Overcharge protection

• Battery Management Electronics

• System software



16

Abuse Tolerance – Cell Test Results

VL7P Power Design

► Abuse testing is in-progress on M and E series cells

Abuse Test Number passed/ number tested

Overcharge at 7 A 5/5



Short-circuit with 0.3 mOhm 5/5

Nail penetration (3mm) 5/5

Overheat ( UL type) 5/5

Crush Test 5/5

Comments

Venting, light smoke

Venting , light smoke

No voltage drop, no temperature increase



No venting, no smoke

Venting, grey smoke



17

Thermal Management – A Key to Success (Life!)

11.13.335.9

Opposite end exit

with tapered plenums

D

15.33.736.4

Opposite end exit

with tuned flow spaceC

14.04.236.0U-turn

B

15.25.037.1

Opposite end exitA

∆pPa

∆T°C

Tmax°C

Temperature Variation within Pack Must Be Minimized



18

Thermal Testing - HEV Battery System from Productio n VehicleTemperature Analysis 19.1A rms, 50m 3/hr

20.0

22.0

24.0

26.0

28.0

30.0

32.0

34.0

36.0

38.0

40.0A

1

A2

A3

A5

A6 B1

B2

B3

B4

B5

C1

C2

C3

C5

C6

D1

D2

D4

D5

inle

t

outle

t

Cell

Tem

pera

ture

(C

)

Test Data

CFD Model

Simulations Save Time and $Money$

25°C inlet air temperature



19

Li-Ion Battery BalancingCell VoltagesTemperatures

Algorithms andData processing

Communication

CAN Bus, Serial Link...

Vehicle Controller

Contactors, fuses

Redundant cellvoltage measurement

BMS

Redundancy control

Battery Management Unit (1 per battery)

Current measure

CSC – cell/module supervisory controller

Prototype Battery Management System



20

Lithium-Ion Modules & Battery Systems

6S VL41M Liquid Cooled

10S VL7P Air Cooled

HEV EV

Hybrid Demonstration Vehicle

Fuel Cell Demonstration Vehicle

Electric Vehicle Program



21

• 12- VL41M Modules

• 6 Cells per Module

• 259 V

• 61 kW @ 50% SoC for 30s

• Liquid Cooled

JCS Li-Ion Battery Systems are BeingEvaluated in PHEV Applications

Bench Testing Underway at Argonne National Laborato ry


CARB ZEV Symposium September 27, 2006Should Plug-In Hybrids Be Designed for Substantial Continuous All Electric Range ?

Let’s Examine the Trade-offs:

Answer: Commercial affordability dictates a lower cost power train

Definitions

Conventional HEV:Minimal electric-only range, minimal road energy contribution, no plug-in capability

PHEV-20 AER:20 miles of continuous electric-only range

PHEV High Energy:Minimal electric only range, but significant road energy contribution from electricity

Conventional HEV PHEV-20 PHEV High Energy

Vehicle Acceleration + + +Braking + + +Zero Emissions Drive Range 0 ++ +Plug-in ability to recharge 0 + +Average Fuel Economy + ++ ++

Displacement of Petroleum with Electricity (energy security) 0 ++ ++Overall Fuel Cost + ++ ++Power Train Complexity/Cost ++ 0 +Battery Size/Weight/Cost ++ 0 +Vehicle Purchase Affordability + - 0Totals (Green and Red criteria equally weighted) 9+ 10+ 12+

Red criteria weighted 1.5 X green 12+ 11.5+ 15+



► Li-Ion Systems - roaddemonstration programs started in 1996

► 300,000 mile field returns

► Prototypes and demonstrators

– Renault Scenic VE 2000

– Cleanova I, II, III

– DaimlerChrysler Voyager

– Peugeot 106 Vedelic

– Ford e-Ka

– Volkswagen Bora

– Fiat Seicento

– E-motion

– GM/Opel prototype

JCS Has Extensive Li-Ion EV Experience



Challenges Going Forward

► Perform detailed cost/benefits analyses of PHEV vehicles with respect to:

• Vehicle Cost/payback• Petroleum displacement• Recycling infrastructure and environmental impact• Investment• Impact on strategic materials markets

► Design and validate cell performance for life under deep cycling usage profiles

• Cycle life• Calendar life• Impact of opportunity charging• Impact of V2G

► We’re in a global race – time is of the essence



Summary and Recommendations

► JCS believes the potential for PHEVs to improve the energy/environmental health of the United States and the world is real – commercial feasibility should be vigorously investigated.

► We support the Advanced Energy Initiative proposed by President George W. Bush.

► We applaud the work being done by organizations like DOE, EPRI, AQMD, CARB, and OEMs to better understand the cost/benefit trade-offs for PHEVs.

► On-going discussions with all stakeholders should be accelerated. This is an excellent opportunity for the United States to assert both environmental and technological leadership.



• Founding member, Green Buildings Council and developer of LEED (Leadershipin Energy and Environmental Design), the certification standard for green buildings

• 2004 World Environment Center Gold Medal for International Sustainable Development

• U.S. DOE Energy Star partner

• Member: minority business“Billion-Dollar Roundtable”

• Dow Jones Sustainability Index

• Igniting Creative Energy Contest for K-12 students

• USABC/DOE hybrid vehicle battery partnership

2005 Johnson Controls/USEA Energy Forum, Washington, DCJohnson Controls Chairman and CEO John Barth welcoming President George Bush

Johnson Controls is Committed to its Leadership Role in Environmental Stewardship and Social Respon sibility



Thank You!

Johnson Controls - Saft

Advanced Power SolutionsAdvanced Power Solutions

Copyright © 2006 Johnson Controls – SAFT Advanced Power Solutions LLC. All rights reserved.Certain subject matter shown in the document may be patent pending.

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