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1 Energy Storage Program eere.energy.gov
The Parker Ranch installation in Hawaii
Dr. James MillerArgonne National Laboratorynow on assignment at US Department of Energy
Battery Research and Development in the United States
presented at the Hybrid & Electric Vehicle Workshop
organized by International Centre for Automotive Technologies (ICAT)
New Delhi, India
April 4, 2011
Outline
Battery/Vehicle Developments
Battery R&D for Electric Drive Vehicles
Manufacturing Initiatives
Battery Safety
Battery Cost Reduction
Conclusions
3
NiMH: Every HEV sold uses intellectual property developed in the DOE battery program. The US Treasury received royalty fees.
High Power Li-ion: BMW, Mercedes and Azure Dynamics /Ford Transit Connect use Li-ion batteries developed with DOE support.
PHEV Nanophosphate: Fisker, BAE, and Hymotion’s Prius use PHEV batteries developed with DOE support.
High Energy Li-ion: GM Volt extended range PHEV. Ford Focus EV, use Li-ion batteries developed with DOE support
DOE support helped these companies develop a competitive battery technology, successfully compete in the marketplace, and establish domestic manufacturing through
ARRA grants.
A History of Success
Mercedes S400 HEV
Fisker PHEV
Chevy Volt PHEV
Energy Conversion Devices Prius, Escape, Fusion
Composite high-energy cathode material– developed by Dr. Thackeray at ANL – licensed to GM, LG Chem, BASF, Toda America, and Envia
Polymer electrolytes for Li-metal rechargeable batteries– developed by Prof. Balsara at LBNL, 2008 R&D100 award – Seeo Inc will commercialize material
Hydrothermal synthesis technique for LiFePO4– developed by Dr. Whittingham at SUNY-Binghamton – licensed to Phostech for production
Conductive polymer coatings and LiFePO4 fabrication method– developed by Prof. Manthiram at University of Texas – licensed by Actacell Inc to fabricate high-power Li-ion cells
Nano-phase Li titanate oxide (LTO)/Manganese spinel chemistry– developed by Dr. Khalil Amine at ANL, 2008 R&D100 award – licensed to EnerDel
Conductive, electroactive polymers– developed by Prof. Goodenough at University of Texas – licensed to Hydro Quebec for production
A History of Success:From Laboratory to Commercialization
Funding History
Program focus has changed over time
Years Focus1992 – 1998 EV focus
(NiMH, Pb-Acid)
1995 – 2006 HEV focus(NiMH, Li-Ion)
2007 – 2011 PHEVs / EVs(Li-ion)
$0
$20
$40
$60
$80
$100
2005 2006 2007 2008 2009 2010 2011
$22.5 $24.5
$40.9$48.3
$69.4$76.2
$94.0*
Energy Storage R&D Budget
Fiscal Year
*
Budget ($, Million)
*Presidents Budget Request
$44 MPEV/EV
$16MHEV
$16 MExploratory
FY 2010
DOE Battery R&D Activities
80 Lab & University projects developing next generation materials and electrochemical couples
35 Industry contracts designing building, testing battery prototype hardware, to optimize materials & processing specs, & reduce cost
Advanced MaterialsResearch
High Energy & HighPower Cell R&D
Full System Development &Testing Commercialization
• High energy cathodes• Alloy, Lithium anodes• High voltage electrolytes • Lithium Metal/ Li-air
• High rate electrodes• High energy couples• Fabrication of high E cells• Cell Diagnostics
• Electric Drive Vehicle Batteries• Testing, Analysis, and Design• Cost Reduction
PHEV Battery Attribute
Current Status
Goals2012 2014
Available Energy 3.4 kWh 3.4 kWh (10 mile)
11.6 kWh (40 mile)
Cost $700-$950Per kWh
$500/kWh $300/kWh
Cycle Life (EV Cycles) 2,500+ 5,000 3000-5000
Cycle Life (HEV Cycles) 300,000 300,000 200,00-300,000
Calendar Life 6-12 years 10+ years 10+ years
System Weight 60-80 kg 60 kg 120 kg
System Volume 50+ liters 40 liters 80 liters
Key Challenges• Reducing weight and volume
• Extending lifetime • Reducing cost
PHEV Batteries: Status and Goals
Graphite anodes / High-Voltage cathodesTheoretical Energy: 560 Wh/kg, 1700 Wh/l
Graphite anodes / High-Voltage cathodesTheoretical Energy: 560 Wh/kg, 1700 Wh/l
Silicon anodes / High-Voltage cathodesTheoretical Energy: 880 Wh/kg, 3700 Wh/l
Silicon anodes / High-Voltage cathodesTheoretical Energy: 880 Wh/kg, 3700 Wh/l
Lithium metal anode / High-Voltage cathodeTheoretical Energy: 990 Wh/kg ,3000 Wh/l
Lithium metal anode / High-Voltage cathodeTheoretical Energy: 990 Wh/kg ,3000 Wh/l
Lithium/Air and Lithium/SulfurTheoretical Energy: 3000 Wh/kg, >3000 Wh/l
Lithium/Air and Lithium/SulfurTheoretical Energy: 3000 Wh/kg, >3000 Wh/l
Time
Energy
Research Roadmap for 2015 & Beyond
Current Technology
Graphite / Layered cathodeTheoretical: 400 Wh/kg,1400 Wh/l
Practical Energy: 150 Wh/kg 250 Wh/l;
Graphite / Layered cathodeTheoretical: 400 Wh/kg,1400 Wh/l
Practical Energy: 150 Wh/kg 250 Wh/l;
LOE
15%
55%
30%
2015 2020
X ~0.8X ~0.5X
Next Generation Li-ion
Sepa
rato
r
Al C
urre
nt C
olle
ctor
Cu
Cur
rent
Col
lect
or
ee
Li+
e
Next generation lithium-ion can increase the power and energy by 2X while decreasing cost by 70%
9
Anode
Today’s technology(300 mAh/g) -Graphite-Hard carbon
Next Generation(600 mAh/g)
-Intermetallicsand new binders-Nanophase metal oxides
-Conductiveadditives
-Tailored SEI
Cathode
Today’s technology(120-160 mAh/g)
-Layered oxides-Spinels-Olivines
Next Generation(300 mAh/g)
-Layered-layeredoxides
-Metal phosphates-Tailored Surfaces
ElectrolyteToday’s Tech (4 volt)
Liquid organic solvents & gels
Next Generation (5 volt)-High voltage electrolytes -Electrolytes for Li metal -Non-flammable electrolytes
Applied Battery ResearchNext Generation Lithium-ion Cell Chemistries
• Develop advanced cell chemistries using next-generation materials– 200 Wh/kg, 400 Wh/L cell goal– 5,000 cycles, 10+ year life – $300/kWh at the pack level
• Major issues: – cycleability– charge/discharge rate (power)– high-voltage stability
• Participants: ANL, BNL, INL, LBNL, ORNL, SNL, ARL, JPL
• Industry Partners: BASF, Toda, Envia, Ener1, Daikin, Honeywell
Current Chevy Volt Battery Size/Cost
Gen 2 Technology Battery Size/Cost
Graphite / LiMn2O4 + Ni‐Mn‐Co Oxide288 Cells, ~$10,000/Battery
Graphite / xLi2MnO3 + (1‐x)LiM02~192 Cells, ~$6,000/Battery
Gen 3 Technology Battery Size /Cost
Nano‐Silicon / xLi2MnO3 + (1‐x)LiM02~96 Cells, ~$3,000/Battery
Beyond Lithium‐ion batteries
Recent Highlights• Sion Power – Dual phase electrolyte to stabilize the polysulfides and Li metal.
• ORNL – Mesoporous carbons to confine the polysulfides
• BNL, LBNL ‐ New electrolytes for enhanced O2solubility, additives to enhance Li‐oxide solubility
Mesoporous Carbon
Issues • Soluble polysulfides = self‐discharge and poor cycling
• Low efficiency (<70%), need for bifunctionalcatalysts
• Poor power• Li metal dendrites lead to cell shorting
Li Sulfur/Metal Air – Revolutionary Wh/kg and major cost reductions are possible
EERE supports over 11 projects with over $7.5M in funding
• Lithium battery market worldwide currently:– $8 billion* (2009), mostly consumer electronics applications
• Hybrid vehicle battery market worldwide currently:– largely nickel metal hydride– ~500,000 HEVs/yr @ ~$3,000 each ==> ~$1.5 billion
• Market estimates for automotive lithium batteries (worldwide)– 2015: ~800,000 EVs/yr** @ ~$10,000 each ==> ~$8 billion – 2020: ~6,000,000 EVs/yr** @ ~$5,000 each ==> ~$30 billion
* H. Takeshita, 26th International Battery Seminar, Ft Lauderdale, FL, March 2009** Roland Berger, 2010; Pike Research, 2010
Battery Market Values
13
Worldwide lithium-ion battery manufacturing market share
Japan
China
South Korea
Other 2%U.S.
27%
25%
46%
1%
Lithium-ion battery manufacturing in 2009(largely for consumer electronics)
Source: H. Takeshita, 26th International Battery Seminar, Ft Lauderdale, FL, March 2009
$1.5 Billion for Advanced Battery Manufacturing for Electric Drive Vehicles“Commercial Ready Technologies”
Cathode Prod.Lithium Supply
Anode Prod.
Electrolyte Prod.
Separator Prod.
Other Component
Iron Phosphate
Nickel Cobalt Metal
Manganese Spinel
Iron Phosphate
Nickel Cobalt Metal
Manganese Spinel
Lithium Ion
Advanced Lead Acid Batteries
MaterialSupply
Cell Components
CellFabrication
Pack Assembly Recycling
$28.43 M $259 M $735 M $462 M $9.55 M
Energy Storage: Recovery Act Funding
Chemetall Foote A123
JCISAFT
EnerDel
ExideEast Penn
GMDOW-Kokam
JCISAFT
EnerDel
A123
CPI-LGDOW-Kokam
CelgardENTEK/JCI
A123BASFToda
NovolyteHoneywell
H&T Waterbury
EnerG2Pyrotek
FutureFuel
TOXCO
President Obama at Navistar, Elkhart, IN
Recovery Act: Energy Storage
Vice President Biden and Gov Granholm
Saft America lithium-ion battery plant groundbreaking in Jacksonville, FL
DOE Secretary Steven Chu at General Motors’ Chevy Volt lithium-ion battery
pack facility in Brownstown, MI
President Obama at Celgard plant, Charlotte, NC
Governor Granholm at Toda America, Battle Creek, MI
Company Location Total Investment
Cell Manu.
Pack Assembly Description
Holland, MILebanon, OR $600 M Li-Ion: Nickel Metal Cobalt
Romulus & Brownstown, MI
$500 M Li-Ion: Iron Phosphate
St. Clair & Holland, MI $302 M Li-Ion: Mixed Manganese
Brownstown, MI $236 M Battery Pack Assembly
Jacksonville, FL $191 M Li-Ion: Nickel Metal Cobalt
Midland, MI $320 M Li-Ion: Manganese Spinel
Indianapolis, IN $236 M Li-Ion: Nickel Metal Cobalt
Lyon Station, PA $98 M Advanced VRLA and the Ultra Batteries
Bristol, TN & Columbus, GA
$70 M Spiral Wound AGM and Flat Plate Batteries
Battery Manufacturing Facilities
Company Location Funding Material Description
Elyria, OH $50 M Cathode Production of nickel-cobalt-metal cathode material for Li-ion batteries
Midland, MI $70 M Cathode Production of nickel-cobalt-metal cathode material for Li-ion batteries
Sanborn, NY $23 M Anode Production of carbon powder anode material for Li-ion batteries
Batesville, AR $25 M Anode Production of high-temp anode material for Li-ion batteries
Zachary, LA $41 M Electrolyte Production of electrolytes for Li-ion batteries
Buffalo, NY & Metropolis, IL $55 M Electrolyte Production of electrolyte salt for Li-ion batteries
Charlotte, NC $101 M Separator Production of polymer separator material for lithium-ion batteries
Silverpeak, NV & Kings Mtn., NC $60 M Lithium Production of battery-grade lithium carbonate and lithium hydroxide
Albany, OR $28 M Carbon Production of high-energy density nano-carbon for ultracapacitors
Holland, MI $10 M Cell Casing Manufacturing of precision aluminum casings for cylindrical cells
Lancaster, OH $19 M Recycling Hydrothermal recycling of Li-ion batteries
Lebanon, OR JCI Partner Separator Production of battery separators for
HEVs and EVs
Battery Materials, Production and Recycling
Outlook for Battery Cost and EV Production Capacity
On Track to Meet Administration’s Goal of 1 Million PHEVs by 2015
854,200854,200
2015
20082009
Battery Cost ($ per kW·h )
US Battery Production Capacity
Goal = $500Goal = $500
50,00050,000
150,000150,000
ATVM
500,000500,000
Vehicle Production (cumulative, announced)ARRA
00 00 00
144,000144,000
488,000488,000
45,60045,600
1,222,2001,222,200Goal = $300Goal = $300
$700-$950$700-$950
$1,000-$1,200$1,000-$1,200
223,200223,200
486,200486,200
2011
988,000 kWh per year capacity >770,000 kWh capacity in 2015
Battery Safety
• Field Failure– Manufacturing defects
• Loose connection, separator damage, foreign debris
• Can develop into internal short circuit
– Overheating
• Abuse Failure– Mechanical
• crush, nail penetration– Electrical
• short circuit, overcharge– Thermal
• thermal ramp, simulated fire
Lithium‐ion Batteries in Consumer Electronics
Impact on Transportation Industry
– The potential numbers of cells in auto industry (EVs and PHEVs) is huge (billions)
– There are 250 million cars on the road in the US
– EV and PHEV battery packs are much higher energy (15‐50 kWh)
Incidents of cell failure from manufacturing defects are 1 in 5 million, but…
Prius Retrofit to PHEV– LiFePO4 cathode
– Investigation found that a loose connector the was fault point (nothing to do with the battery)
– Negative publicity is detrimental to the industry
Tesla Roadster– 50 kWh lithium ion battery pack
(6800 Li+ cells)
– 1000 cars produced (April 2010
6.8 M cells!!
Improving Cathode Stability
050
100150200250300350400
0 100 200 300 400Temperature (C)
Nor
mal
ized
Rat
e (C
/min
)
Gen2: LiNi0.8Co0.15Al0.05O2
Gen3: Li1.1(Ni1/3Co1/3Mn1/3)0.9O2
LiMn2O4
LiFePO4
LiCoO2
‐ Increased thermal‐runaway‐temperature and reduced peak‐heating‐rate for full cells‐ Decreased cathode reactions associated with decreasing oxygen release
‐ Increased thermal‐runaway‐temperature and reduced peak‐heating‐rate for full cells‐ Decreased cathode reactions associated with decreasing oxygen release
EC:PC:DMC1.2M LiPF6
Accelerating Rate Calorimetry (ARC)
Battery Safety Standards are being Developed by Many Organizations
• SAE J2464 published in Nov. 2009 "EV & HEV Rechargeable Energy Storage System (RESS) Safety and Abuse Testing Procedure".
• SAE is developing J2929, “Electric and Hybrid Vehicle Propulsion Battery System Safety Standard”, a pass/fail standard for battery packs.
• IEEE 1625 published in October 2008 “Standard for Rechargeable Batteries for Multi-Cell Mobile Computing Devices”.
• IEEE 1725 published in March 2006 “IEEE Standard for Rechargeable Batteries for Cellular Telephones” and is under revision again.
• IEC 62660-02 “Secondary Batteries For The Propulsion of Electric Road Vehicles” is under development.
• ISO /CD 12405-2 “Electrically Propelled Road Vehicles — Test Specification For Lithium-ion Traction Battery Packs And Systems”is under development.
• UL 2580 “Batteries For Use In Electrical Vehicles” is under development.
• VDA (Europe) published “Test Specification For Li-ion Battery Systems For Hybrid Electric Vehicles” March, 2007
22
Approaches to Safety Test Methods
• Characterization Tests– valuable data in early stage of development – as input to Risk Management Analysis
• Approach is used by SAE, IEC and ISO• See “Battery Safety and Hazards Risk Mitigation” formalism developed for
USABC– Cyrus Ashtiani, ECS Trans. 11 (19), 1 (2008) – http://www.uscar.org/guest/article_view.php?articles_id=86
• Pass/Fail Tests – appropriate for mature technology and for shipping standards– used by NHTSA, UN, UL, ANSI and IEEE– SAE has chosen to develop Pass/Fail standard for vehicle batteries
23
Different Organizations have adapted EUCAR Ranking Approach
Hazard Level
EUCAR Description
SAE J2464 Description
IEC Description
0 No effect No effect No effect
1Passive protection
activatedPassive protection
activated Deformation2 Defect/Damage Defect/Damage Venting
3 Leakage (Δ mass
< 50%)Minor Leakage/
Venting Leakage
4Venting (Δ mass
50%)Major Leakage/
Venting Smoking5 Fire or Flame Rupture Rupture6 Rupture Fire or Flame Fire 7 Explosion Explosion Explosion
24
Battery Cost Models
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
TIAX model –• 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
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
HEVPHEV (10)
PHEV (20)
PHEV (40)
• 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.
Battery Cost Models: Key Results
Battery Cost Reduction
Increasing material capacities significantly reduces cell size and material requirements
High volume throughput reduces cost. Smaller cells (higher capacity mtls) reduces amount of electrode needed for each cell.
Increasing energy density from 150 Wh/kg to 300 Wh/kg cuts the number of cells required in half. Additional reduction with new anodes and high voltage electrolytes. Cell count reduction directly results in packaging efficiencies.
Higher energy materials reduce cell size resulting in hardware reduction, & assembly efficiencies.
Cell formation optimization and cost reduction
27
Summary
• History of success based on DOE innovations– DOE R&D has brought Li-ion batteries
into the automotive market
• Clear pathway to meet 2015 goals– On track to meet cost and performance
targets
• Technologies in the pipeline to go beyond 2015– Research program focused on Li metal
systems
For Additional Information…
• DOE Vehicle Technologies Program – http://www1.eere.energy.gov/vehiclesandfuels/
• links to Annual Merit Review and Annual Progress Report
• United States Advanced Battery Consortium (USABC)– http://www.uscar.org/guest/view_team.php?teams_id=12
