Life extension device is composed of metallic lithium reservoir and passive control internal to cell. Device has been shown to at least double the lifetime of both traditional graphite and next-generation Si cells. Device occupies less than 5% of the volume, weight, and cost of high-energy-density cells.

New combination of thin steel rings around the spin groove of 18650 cells and ceramic putty interstitial material shows great promise at mitigating the hazard of sidewall breaches during thermal runaway, while yielding 1 kWh battery deck assembly that exceeds 160 Wh/kg and is capable of 3C continuous discharge.

Lithium-ion cells can unintentionally be exposed to temperatures outside manufacturers’ recommended limits without triggering a full thermal runaway event. The question addressed in this paper is: Are these cells still safe to use? In this study, externally applied compression has been employed to prevent lithium-ion battery failure during such events.

A novel methodology, which is based on online electrochemical impedance spectroscopy (oEIS), is introduced. The experimental validation with commercial automotive lithium-ion cell shows that a high measurement of accuracy in the range of conventional temperature sensors was achieved even during demanding operation conditions.

This talk will cover evaluations of energy and environmental impacts of vehicle technologies, transportation fuels, and energy systems, assessment of the market potentials of new vehicle and fuel technologies, and examination of transportation development in emerging economies, such as China.

An introduction for new people entering the battery industry and for those who support the industry in non-technical ways but would benefit from a little technical knowledge.  The information is the result of feedback from many of our existing customers.

A composite electrode can be prepared by depositing electrode material components directly onto a separator commonly used in lithium-ion battery technology. This fabrication method avoids the use of a heavy and inactive metallic current collector. The electrochemical performance of LiFePO4/C and Li4Ti5O12 half-cells and LiFePO4/Li4Ti5O12 full cell fabricated by the above process were evaluated and compared with those fabricated by the conventional method. This work has been done in collaboration with Hydro-Québec.

With aggressive battery charging for vehicles comes concerns of reduced life and temperature stability. Enabling technologies, such as advanced thermal management and high voltage architectures, aid the charging gap and customer range anxiety. However, as automotive OEMs target increasing electrified vehicle range (≥300 miles) and decreasing charge time (≤15 min), trade-offs in system design create opportunities and challenges.

This presentation will focus on methodologies such as particle-size and pore-size grading of multilayer thick electrodes, laser ablation structuring and patterning of electrodes, and co-extrusion of interdigitated structures with high and low porosity. Challenges associated with thick, low-Co (high-Ni) cathode processing in water will be discussed. Perspectives on full-scale manufacturing methods for these structures and how they may be integrated with next-generation lithium-ion technologies and active materials will be given.

Launching a new EV is a high-stakes game, where any problems encountered during development can jeopardize ship dates. We'll walk through each stage of EV pack development, and will highlight how an integrated Battery Intelligence platform can drive an on-time launch, while ensuring quality and traceability throughout the vehicle lifecycle.

Electric vehicle battery management is a topic of growing concern for today’s high-performance lithium-ion battery systems and is especially important – and challenging -- for certain high-performance cells that exhibit significant hysteretic behavior in the external voltage measurement. Previous work has shown the viability of using predictive control to manage cell-level behavior right to the limits of performance. This work describes an equivalent-circuit method that modifies the predictive approach with a view toward achieving similar performance gains for cells with hysteresis.

Future BMS algorithms will use physics-based reduced-order models (ROMs) of Li-ion cells instead of the presently used equivalent-circuit models because these ROMs can predict the internal cell electrochemical variables that are precursors to degradation, and so enable controlling battery systems to effect a direct tradeoff between performance and service life. However, it is a challenging research task to develop methods to find all the parameter values needed to build a physics-based model: clever lab-testing and data processing are needed.

SOC is among the most important measures made by an HEV BMS since accurate SOC estimation can improve efficiency of power distribution, extend life, and ensure balanced pack operation. Existing methods that rely solely on current integration are prone to sensor bias, causing the resulting estimate to “drift”. This work describes a model-based method using an equivalent-circuit augmented with a bias state that can correct SOC drift while driving and reduces SOC reset based on open-circuit voltage (OCV) at key-on.

Cooling of battery packs is essential to achieve lifetime requirements and to prevent thermal incidents. In addition to air and indirect liquid cooling, immersion cooling offers potential for effective thermal management for high C-rate charging and discharge. The presentation will focus on how to keep coolants in different cooling systems clean, thus preventing premature cell ageing caused by cooling system contamination.

Changing to an all-solid-state cell will not be like today’s battery upgrade by incorporating a new cathode active material; it will be more of a change to the whole battery and support system. But, what is it exactly that must change? Why and what consequences will this have? AVL is providing insight into a larger engineering study on integration of all-solid-state cells into modules and a pack for a future EV.

Critical EV powertrain components like DC-DC converters, On-Board Chargers, and Fast Charge Electronics have traditionally been located outside the battery pack.  However, to realize a pure EV skateboard platform solution, these components can be integrated inside the battery pack.  Obvious benefits exist such as elimination of chassis walls, processor PCBs, connectors and cabling can be realized with this approach.  However, at what price does the integrated solution come at?  What is the impact to configurability, serviceability and development time?  This presentation will address the tradeoffs of two competing battery architectures.

By using a validated and physical battery model, one can, for any condition, assess the anode potential and use this knowledge to avoid Lithium-Plating. In our talk, we will use such a model to derive various practically feasible fast-charging strategies of different complexities. As a reality check, we will apply these strategies to real cells and discuss how well they perform with respect to charging time and aging.

Software Development Life Cycles are being compressed, scope demands and quality expectations increase. Where does your organization position itself, how do you prepare for the future to remain flexible and competitive? The presentation will answer these questions from a Clarios perspective. 

The presentation will outline the key innovations FEV has implemented in designing the automotive battery packs to minimize pack factors < 1.5 thus maximizing the specific energy capacity of a pack. We will also be addressing the key design considerations for safety and durability while meeting the standards. 

Many EV subsystems are sensitive to battery performance and behavior. The drivetrain, inverters, ECM and ECUs all interact with the battery, and are affected by SoC, SoH, imbalance, alarms, and DTCs. These interactions are difficult, expensive, and dangerous to replicate using actual EV batteries. Grant Gothing presents EV subsystem testing using the real BMS and COTS battery cell simulation hardware. Benefits include improved safety, reliability, repeatability, efficiency, cost and test coverage over real battery testing.