Electric Vehicle Battery Thermal Issues And Thermal .

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Electric Vehicle Battery ThermalIssues and Thermal ManagementTechniquesJohn P. Rugh, NRELAhmad Pesaran, NRELKandler Smith, NRELNREL/PR-5400-52818Presented at theSAE 2011 Alternative Refrigerant and System Efficiency SymposiumSeptember 27-29, 2011Scottsdale, Arizona USA

Outline Introduction Importance of battery temperature Review of electric drive vehicle (EDV) batterythermal management options Techniques to improve battery life––Standby thermal managementPreconditioning Tradeoff with thermal comfort Summary2

Battery is The Critical Technology for EDVs Enables hybridization and electrification Provides power to motor for acceleration Provides energy for electric range and other auxiliaries Helps downsizing or eliminating the engine Enables regenerative braking Adds cost, weight, and volumeCould decrease reliability and durabilityDecreased performance with agingRaises safety concerns3Lithium-ion battery cells, module, and battery pack forthe Mitsubishi iMiEV (Courtesy of Mitsubishi)3

As The Size of The Engine Is Reduced, TheBattery Size IncreasesConventional internal combustion engine (ICE) vehiclesSize of Fueled EngineMicro hybrids (start/stop)Mild hybrids (start/stop kinetic energy recovery)Medium hybrids (mild hybrid engine assist )Full hybrids (medium hybrid capabilities electric launch)Plug-in hybrids (full hybrid capabilities electric range)Axes not to scaleElectric vehicles (EVs) (battery or fuel cell)Size of Electric Motor (and associated energy storage system)4

Battery Requirements for Different EDVsVehiclePower (kW)Energy (kW/h)CyclesMicro and Mild Very high power Low energyHybrid ElectricVehicles (HEVs)Many (400K) shallowcharge/discharge cycles( 5% change)Medium andFull HEVsHigh powerModerate energyMany (300K) shallowcharge/discharge cycles( 10% change)Plug-in HEVs(PHEVs)High powerHigh energyMany (200K) shallowcharge/discharge cycles( 5% change)Many (3-5K)deep dischargecycles (50% change)Battery EVsModeratepowerVery high energyMany (3-5K) deepdischarges (70% change)Calendar life of 10 years5Safety: the same as ICE vehicles

Energy and Power by Battery 10 fotw609.htmlLithium ion technology comes close to meeting most of the required technical andcost targets in the next 10 years.6

Battery Cycle Life Depends on State-of-Charge Swing PHEV battery likely to deep-cycle each day driven: 15 yrs equates to 4,000–5,000 deep 0007Source: Christian Rosenkranz (Johnson Controls) at EVS 20, Long Beach, CA, November 15-19, 2003

Outline Introduction Importance of battery temperature Review of EDV battery thermal managementoptions Techniques to improve battery life––Standby thermal managementPreconditioning Tradeoff with thermal comfort Summary8

Impact of Geography and Temperature onBattery Life30oCPhoenix44oC max, 24oC avgHouston39oC max,20oC avg20oCMinneapolis37oC max, 8oC avg10oC0oC9Li-ion technologymust be sizedwith significantexcess power tolast 15 years inhot climates

Li-Ion Battery Resistance Increases withDecreasing Temperature Power decreaseswith decrease intemperature Impacts powercapability ofmotor andvehicleacceleration10

Li-Ion Battery Capacity Decreases withDecreasing Temperature Useful energy fromthe batterydecreases withdecrease intemperature Impacts drivingrange andperformance ofvehicle11

Battery Temperature is ImportantTemperature affects battery: Operation of the electrochemical systemRound trip efficiencyCharge acceptancePower and energy availabilitySafety and reliabilityLife and life-cycle costBattery temperature affects vehicleperformance, reliability, safety, andlife-cycle ge/2/

Temperature Impacts Battery Sizing &Life and Thus echargeRatedPowerSluggishElectrochemistry15 CPower limited tominimize T increaseand degradationDegradation35 CTPower and energy faderates determine theoriginal battery sizeDictates power capabilityAlso limits the electric drivingrange13Kandler Smith, NREL Milestone Report, 2008

Battery High-Temperature Summary Primary considerations– Life– Safety– Non-uniform aging due to thermal gradientsPhoto Credit: John Rugh, NREL Cooling typically required– In hot environments (could be 24 hr)– During moderate to large current demands duringdrive– During fast charging14

Battery Low-Temperature Summary Primary considerations– Performance– Damage due to charging too fast Heating typically required– In cold environments during charging anddischargingPhoto Credit: Mike Simpson, NREL15

Outline Introduction Importance of battery temperature Review of EDV battery thermal managementoptions Techniques to improve battery life––Standby thermal managementPreconditioning Tradeoff with thermal comfort Summary16

Battery Pack Thermal Management Is Needed Regulate pack to operate in the desired temperaturerange for optimum performance/life 15oC – 35oC Reduce uneven temperature distribution Less than 3oC – 4oC Eliminate potential hazards related to uncontrolledtemperatures – thermal runaway17

Battery Thermal Management System RequirementsCompactLightweightEasily packagedReliableServiceableLow-costLow parasitic powerOptimum temperaturerange Small temperaturevariation 18http://www.toyota.com/esq/articles/2010/Lithium Ion Battery.html

Thermal Control Using AirOutside Air VentilationOutside AirBattery PackExhaustFanCabin Air VentilationOutside AirCabin AirVehicleheater andevaporatorcoresBattery PackReturnExhaustFanPrius & InsightHeating/cooling of Air to Battery – Outside or Cabin AirOutside AirExhaustBattery PackAuxiliary or vehicleheater and evaporatorcores19ReturnFani-MiEV (fast charge)

Battery Heating and Cooling Using AirProConAll waste heat eventually has to go toairLow heat transport capacitySeparate cooling loop not requiredMore temperature variation in packLow mass of air and distribution systemConnected to cabin temperature controlNo leakage concernPotential of venting battery gas intocabinNo electrical short due to fluid concernHigh blower powerSimple designBlower noiseLower costEasier maintenance20

Thermal Control Using LiquidAmbientcoolingLiquidLiquid direct -contact or jacketedBatteryBattery PackPackPumpPumpOutside AirOutsideairExhaustExhaustLiquid/air heatheatexchangerexchangerActive dedicatedcooling/heatingVehicle enginecoolantLiquidFanFanVolt, TeslaLiquid direct-contact or jacketedBattery PackLiquid/liquid heatPumpexchanger or electricheater21ReturnPumpRefrigerantA/C heatexchanger

Battery Heating and Cooling Using LiquidProConPack temperature is more uniform thermally stableAdditional componentsGood heat transport capacityWeightBetter thermal controlLiquid conductivity – electrical isolationLower pumping powerLeakage potentialLower volume, compact designHigher maintenanceHigher viscosity at cold temperaturesHigher cost22

Outline Introduction Importance of battery temperature Review of EDV battery thermal managementoptions Techniques to improve battery life––Standby thermal managementPreconditioning Tradeoff with thermal comfort Summary23

Standby Thermal Cooling in Hot Climates Battery life can greatly benefit from cooling the battery during standby,i.e., while vehicle is plugged in to the grid Slower battery degradation rate enables smaller, lower cost battery NREL study investigated––––InsulationInsulation and air coolingInsulation and small vapor compression system (VC)Insulation, small VC system, and phase change material (PCM)24

Battery Life for Various Standby Systemscan differ widely depending on cell chemistry, materials, and manufacturerSaft HP-12LC CellDOE/TLVT Cell(Belt/INL, ECS Mtg. 2008)(Christopersen/INL, Battaglia/LBL, 2007 Merit Review) low fade rate, high cost moderate fade rate, lower cost9%-22% less powerfade with Ins. VC5%-10% less powerfade with Ins. VCPhoenixHoustonMinneapolisPhoenixLower cost cell preferred,provided it can meet life.25HoustonMinneapolisNext slide compares Δcosts ofDOE/TLVT battery sized for 15years in Phoenix, w/ and w/oinsulation VC system.

Savings from Downsized Battery Expected toSignificantly Outweigh Cost of Added ComponentsTotalSavings ( )Total savings assuming componentsrepresent additional InsulationFanVCΔkWΔkWhDOE/TLVT cellsized for 15 years;in Phoenix, AZ,charged nightlyPHEV40PHEV20VCPHEV10PHEV10PHEV20PHEV40( 360)( 320)( 250)26

Standby Thermal Management – PassiveTechniques to Reduce Battery TemperaturesPhoto Credit: John Rugh, NREL Installed metalized solar reflective film on the glazingsof a Toyota Prius in Phoenix Cabin air temperature reduced 6oC Before: Battery daily max temp 1.5oC above ambient After:Battery daily max temp 2oC below ambient27

Thermal PreconditioningIssues: For conventional vehicle and HEV platforms, A/C use leadsto increased fuel consumption For PHEV and EV platforms, climate control energy issupplied by the traction batteryCharge depletion (CD) range reduction Batteries degrade rapidly at high temperatures and benefitfrom active coolingBatteries suffer from reduced power and energy at coldtemperatures; their performance can be improved bypreheatingBattery wear and life impactsPotential Solution: Use grid power to thermally precondition cabin and battery Save valuable onboard stored energy for propulsion28

Preconditioning, Driving & Charging PatternsAffect Battery Temperature and Duty-Cycle24-hour profiles created to estimate impact of preconditioning on battery life20 minute preconditioning20 minute preconditioning8:00 am: 26.6 km trip5:00 pm: 26.6 km trip10:00 pm: Charge at 6.6 kWRestRestRest6 am10 am3 pm8 pm1 am6 am6 am10 am3 pm8 pm1 am6 am29PHEV40s, hwy cycle, 95 F (35 C) ambient.Battery heat generation rates and SOC extracted from PSAT vehicle simulations of charge-depleting and charge-sustaining operation.

Thermal Preconditioning can Regain CD Rangeas well as Improve Thermal ComfortEDV Platform(ClimateControl)PHEV15 (heat)FuelConsumptionImpact*-1.4%CD RangeImpact*PHEV15 (AC)-0.6% 5.2%PHEV40 (heat)-2.7% 5.7%PHEV40 (AC)-1.5% 4.3%EV (heat)NA 3.9%EV (AC)NA 1.7%*Compared to no thermal preconditioning30 19.2%

Thermal Preconditioning Can Also ImproveBattery LifeEDV Platform(Climate Control)Capacity LossReduction*PHEV15(A/C) 2.1%PHEV40 (A/C) 4.1%EV (A/C) 7.1%*Compared to no thermal preconditioning Battery capacity loss over time is driven by ambient temperature Thermal preconditioning has a small benefit in reducing batterycapacity loss (2%–7%), primarily by reducing pack temperature(2%–6%) in the high ambient temperature (35oC/95oF) scenario31

Thermal Preconditioning Considerations Timing– avoid cooling or heating too early– does the heating/cooling coincide with peakdemand on the grid? Can the charge circuit provide power forsimultaneous heating/cooling and charging? When not plugged in, is it worth using onboardstored energy for preconditioning?–Trade stored energy (range) for battery life32

Systems Approach - Options for ImprovingElectric Range with Climate Control Incorporate thermal preconditioning strategies Reduced heat transfer into/out of the cabin Use efficient HVAC equipment Reduce cooling capacity or heat load– Zonal climate control– Focus on occupant comfort HVAC controls– Eco mode (temporarily minimize energy use)– Eliminate inefficient HVAC control practices33

Outline Introduction Importance of battery temperature Review of EDV battery thermal managementoptions Techniques to improve battery life––Standby thermal managementPreconditioning Tradeoff with thermal comfort Summary34

Tradeoff of Battery Cooling with ThermalComfort NREL Integrated VehicleThermal Management taskKULI thermal model––– Nissan Leaf size EVEnvironment–– A/C and cabinBattery cooling loopMotor and power electronicscooling loop35 oC40% RH0% recircUS06 drive cycleCooldown simulation from ahot soak35Source: David Howell, DOE Vehicle Technologies Annual Merit Review

After 10 Minutes, the Battery Cools to ControlSetpoint While the Cabin is Still WarmCabin AirBattery Cells36

Initially Less Than 50% of the A/C SystemCapacity is Going to the CabinChillerEvaporator37

Outline Introduction Importance of battery temperature Review of EDV battery thermal managementoptions Techniques to improve battery life––Standby thermal managementPreconditioning Tradeoff with thermal comfort Summary38

Summary Temperature impacts the life, performance, and cost of batteries in HEVs, PHEVs, and EVsBattery life and performance are extremely sensitive totemperature exposureThermal management is a must for batteriesThermal control of PHEVs and EVs (when parked ordriving) could be a cost-effective method to reduceover-sizing of battery for the beginning of lifeFuture trends–––Some variation of today’s Li-ion chemistriesSame sized packs – larger rangeImproved cell designs to solve life issues39

Acknowledgments, Contacts, and Team MembersSpecial thanks to:David AndersonDavid HowellSusan RogersLee SlezakU.S. Department of EnergyVehicle Technologies ProgramFor more information:John P. RughNational Renewable Energy Laboratoryjohn.rugh@nrel.gov303-275-4413NREL:Robb BarnittLaurie Ramroth40

Electric Vehicle Battery Thermal Issues and Thermal Management Techniques John P. Rugh, NREL Ahmad Pesaran, NREL Kandler Smith, NREL NREL/PR-5400-52818 Presented at the . SAE 2011 Alternative Refrigerant and System Efficiency Symposium . September 27 -29, 2011 . Scottsdale, Arizona USA

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