Electric Vehicle Battery Thermal Issues and Thermal ... · PDF fileTemperature Impacts Battery...
Transcript of Electric Vehicle Battery Thermal Issues and Thermal ... · PDF fileTemperature Impacts Battery...
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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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Outline • Introduction • Importance of battery temperature • Review of electric drive vehicle (EDV) battery
thermal management options • Techniques to improve battery life
– Standby thermal management – Preconditioning
• Tradeoff with thermal comfort • Summary
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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 volume × Could decrease reliability and durability × Decreased performance with aging × Raises safety concerns
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Lithium-ion battery cells, module, and battery pack for the Mitsubishi iMiEV (Courtesy of Mitsubishi)
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As The Size of The Engine Is Reduced, The Battery Size Increases
Size of Electric Motor (and associated energy storage system)
Size
of F
uele
d En
gine
Conventional internal combustion engine (ICE) vehicles
Electric vehicles (EVs) (battery or fuel cell)
Micro hybrids (start/stop)
Mild hybrids (start/stop + kinetic energy recovery)
Full hybrids (medium hybrid capabilities + electric launch)
Plug-in hybrids (full hybrid capabilities + electric range)
Medium hybrids (mild hybrid + engine assist )
Axes not to scale
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Battery Requirements for Different EDVs Vehicle Power (kW) Energy (kW/h) Cycles
Micro and Mild Hybrid Electric Vehicles (HEVs)
Very high power
Low energy
Many (400K) shallow charge/discharge cycles (±5% change)
Medium and Full HEVs
High power
Moderate energy
Many (300K) shallow charge/discharge cycles (±10% change)
Plug-in HEVs (PHEVs)
High power
High energy
Many (200K) shallow charge/discharge cycles (±5% change) Many (3-5K)deep discharge cycles (50% change)
Battery EVs Moderate power
Very high energy Many (3-5K) deep discharges (70% change)
Calendar life of 10+ years Safety: the same as ICE vehicles
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Lithium ion technology comes close to meeting most of the required technical and cost targets in the next 10 years.
Energy and Power by Battery Type www1.eere.energy.gov/vehiclesandfuels/facts/2010_fotw609.html
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Battery Cycle Life Depends on State-of-Charge Swing
4,000
50%
70%
• PHEV battery likely to deep-cycle each day driven: 15 yrs equates to 4,000–5,000 deep cycles
Source: Christian Rosenkranz (Johnson Controls) at EVS 20, Long Beach, CA, November 15-19, 2003
Potential
Potential Potential
Potential
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Outline • Introduction • Importance of battery temperature • Review of EDV battery thermal management
options • Techniques to improve battery life
– Standby thermal management – Preconditioning
• Tradeoff with thermal comfort • Summary
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Phoenix44oC max, 24oC avg
0oC
Houston39oC max, 20oC avg
Minneapolis37oC max, 8oC avg
10oC
20oC
30oC
Impact of Geography and Temperature on Battery Life
Li-ion technology must be sized with significant excess power to last 15 years in hot climates
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Li-Ion Battery Resistance Increases with Decreasing Temperature
• Power decreases with decrease in temperature
• Impacts power capability of motor and vehicle acceleration
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• Useful energy from the battery decreases with decrease in temperature
• Impacts driving range and performance of vehicle
Li-Ion Battery Capacity Decreases with Decreasing Temperature
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Battery Temperature is Important Temperature affects battery:
Operation of the electrochemical system Round trip efficiency Charge acceptance Power and energy availability Safety and reliability Life and life-cycle cost
Battery temperature affects vehicle performance, reliability, safety, and life-cycle cost
http://autogreenmag.com/tag/chevroletvolt/page/2/
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Temperature Impacts Battery Sizing & Life and Thus Cost
PowerLimits
15°C 35°C
discharge
charge
RatedPower
T
DegradationSluggishElectrochemistry
PowerLimits
15°C 35°C
discharge
charge
RatedPower
T
DegradationSluggishElectrochemistry
Dictates power capability
Also limits the electric driving range
Power and energy fade rates determine the original battery size
Power limited to minimize T increase
and degradation
Kandler Smith, NREL Milestone Report, 2008
Desired Operating
Temperature
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Battery High-Temperature Summary
• Primary considerations – Life – Safety – Non-uniform aging due to thermal gradients
• Cooling typically required – In hot environments (could be 24 hr) – During moderate to large current demands during
drive – During fast charging
Photo Credit: John Rugh, NREL
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Battery Low-Temperature Summary • Primary considerations
– Performance – Damage due to charging too fast
• Heating typically required – In cold environments during charging and
discharging
Photo Credit: Mike Simpson, NREL
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Outline • Introduction • Importance of battery temperature • Review of EDV battery thermal management
options • Techniques to improve battery life
– Standby thermal management – Preconditioning
• Tradeoff with thermal comfort • Summary
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• Regulate pack to operate in the desired temperature range for optimum performance/life 15oC – 35oC
• Reduce uneven temperature distribution
Less than 3oC – 4oC
• Eliminate potential hazards related to uncontrolled temperatures – thermal runaway
Battery Pack Thermal Management Is Needed
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Battery Thermal Management System Requirements
• Compact • Lightweight • Easily packaged • Reliable • Serviceable • Low-cost • Low parasitic power • Optimum temperature
range • Small temperature
variation
http://www.toyota.com/esq/articles/2010/Lithium_Ion_Battery.html
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Battery Pack Outside Air Exhaust Fan
Battery Pack Cabin Air
Exhaust Fan
Outside Air
Return Vehicle heater and evaporator cores
Battery Pack Exhaust
Fan
Outside Air
Return Auxiliary or vehicle heater and evaporator cores
Outside Air Ventilation
Cabin Air Ventilation
Heating/cooling of Air to Battery – Outside or Cabin Air
Prius & Insight
Thermal Control Using Air
i-MiEV (fast charge)
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Battery Heating and Cooling Using Air
Pro Con All waste heat eventually has to go to air
Low heat transport capacity
Separate cooling loop not required More temperature variation in pack
Low mass of air and distribution system Connected to cabin temperature control
No leakage concern Potential of venting battery gas into cabin
No electrical short due to fluid concern High blower power
Simple design Blower noise
Lower cost
Easier maintenance
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Thermal Control Using Liquid Liquid
Pump
Liquid/air heat exchanger
Fan
Outside Air Exhaust
Battery Pack Pump
Liquid/air heat exchanger
Fan
Outside air Exhaust
Battery Pack
Liquid direct -contact or jacketed
Refrigerant
Liquid
Pump
Liquid/liquid heat exchanger or electric heater
Pump Vehicle engine coolant Return
Battery Pack
A/C heat exchanger
Liquid direct-contact or jacketed
Ambient cooling
Active dedicated cooling/heating Volt, Tesla
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Battery Heating and Cooling Using Liquid
Pro Con Pack temperature is more uniform - thermally stable
Additional components
Good heat transport capacity Weight
Better thermal control Liquid conductivity – electrical isolation
Lower pumping power Leakage potential
Lower volume, compact design Higher maintenance
Higher viscosity at cold temperatures
Higher cost
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Outline • Introduction • Importance of battery temperature • Review of EDV battery thermal management
options • Techniques to improve battery life
– Standby thermal management – Preconditioning
• Tradeoff with thermal comfort • Summary
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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
– Insulation – Insulation and air cooling – Insulation and small vapor compression system (VC) – Insulation, small VC system, and phase change material (PCM)
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Phoenix Houston Minneapolis Phoenix Houston Minneapolis
Saft HP-12LC Cell (Belt/INL, ECS Mtg. 2008)
• low fade rate, high cost
DOE/TLVT Cell (Christopersen/INL, Battaglia/LBL, 2007 Merit Review)
• moderate fade rate, lower cost
5%-10% less power fade with Ins. + VC
9%-22% less power fade with Ins. + VC
Lower cost cell preferred, provided it can meet life.
Next slide compares Δcosts of DOE/TLVT battery sized for 15 years in Phoenix, w/ and w/o insulation + VC system.
Battery Life for Various Standby Systems can differ widely depending on cell chemistry, materials, and manufacturer
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Savings from Downsized Battery Expected to Significantly Outweigh Cost of Added Components
DOE/TLVT cell sized for 15 years;
in Phoenix, AZ, charged nightly
($360) ($320) ($250)
PHEV10
ΔkW
h
ΔkW
VC
Fan
Insu
latio
n
ΔkW
h
ΔkW
VC
Fan
Insu
latio
n
ΔkW
h
ΔkW
VC
Fan
Insu
latio
n
PHEV20 PHEV40
Tota
l Sa
ving
s ($
)
Total savings assuming components represent additional cost
PHEV10 PHEV20 PHEV40
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Standby Thermal Management – Passive Techniques to Reduce Battery Temperatures
• Installed metalized solar reflective film on the glazings of 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 ambient
Photo Credit: John Rugh, NREL
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Thermal Preconditioning
Issues: • For conventional vehicle and HEV platforms, A/C use leads
to increased fuel consumption • For PHEV and EV platforms, climate control energy is
supplied by the traction battery
Charge depletion (CD) range reduction
• Batteries degrade rapidly at high temperatures and benefit from active cooling
• Batteries suffer from reduced power and energy at cold temperatures; their performance can be improved by preheating
Battery wear and life impacts
Potential Solution: • Use grid power to thermally precondition cabin and battery • Save valuable onboard stored energy for propulsion
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Preconditioning, Driving & Charging Patterns Affect Battery Temperature and Duty-Cycle
24-hour profiles created to estimate impact of preconditioning on battery life
6 am 10 am 3 pm 8 pm 1 am 6 am
Rest
20 minute preconditioning
8:00 am: 26.6 km trip
Rest
20 minute preconditioning
5:00 pm: 26.6 km trip
10:00 pm: Charge at 6.6 kW
Rest
6 am 10 am 3 pm 8 pm 1 am 6 am
PHEV40s, 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.
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Thermal Preconditioning can Regain CD Range as well as Improve Thermal Comfort
*Compared to no thermal preconditioning
EDV Platform (Climate Control)
Fuel Consumption
Impact*
CD Range Impact*
PHEV15 (heat) -1.4% +19.2%
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%
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Thermal Preconditioning Can Also Improve Battery Life
• Battery capacity loss over time is driven by ambient temperature • Thermal preconditioning has a small benefit in reducing battery
capacity loss (2%–7%), primarily by reducing pack temperature (2%–6%) in the high ambient temperature (35oC/95oF) scenario
EDV Platform (Climate Control)
Capacity Loss Reduction*
PHEV15(A/C) +2.1%
PHEV40 (A/C) +4.1%
EV (A/C) +7.1%
*Compared to no thermal preconditioning
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Thermal Preconditioning Considerations
• Timing – avoid cooling or heating too early – does the heating/cooling coincide with peak
demand on the grid? • Can the charge circuit provide power for
simultaneous heating/cooling and charging? • When not plugged in, is it worth using onboard
stored energy for preconditioning? – Trade stored energy (range) for battery life
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Systems Approach - Options for Improving Electric 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 practices
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Outline • Introduction • Importance of battery temperature • Review of EDV battery thermal management
options • Techniques to improve battery life
– Standby thermal management – Preconditioning
• Tradeoff with thermal comfort • Summary
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Tradeoff of Battery Cooling with Thermal Comfort • NREL Integrated Vehicle
Thermal Management task • KULI thermal model
– A/C and cabin – Battery cooling loop – Motor and power electronics
cooling loop
• Nissan Leaf size EV • Environment
– 35 oC – 40% RH
• 0% recirc • US06 drive cycle • Cooldown simulation from a
hot soak Source: David Howell, DOE Vehicle Technologies Annual Merit Review
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After 10 Minutes, the Battery Cools to Control Setpoint While the Cabin is Still Warm
Cabin Air
Battery Cells
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Initially Less Than 50% of the A/C System Capacity is Going to the Cabin
Evaporator
Chiller
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Outline • Introduction • Importance of battery temperature • Review of EDV battery thermal management
options • Techniques to improve battery life
– Standby thermal management – Preconditioning
• Tradeoff with thermal comfort • Summary
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Summary • Temperature impacts the life, performance, and cost of
batteries in HEVs, PHEVs, and EVs • Battery life and performance are extremely sensitive to
temperature exposure • Thermal management is a must for batteries • Thermal control of PHEVs and EVs (when parked or
driving) could be a cost-effective method to reduce over-sizing of battery for the beginning of life
• Future trends – Some variation of today’s Li-ion chemistries – Same sized packs – larger range – Improved cell designs to solve life issues
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Special thanks to: David Anderson David Howell Susan Rogers Lee Slezak U.S. Department of Energy Vehicle Technologies Program
For more information: John P. Rugh National Renewable Energy Laboratory [email protected] 303-275-4413
Acknowledgments, Contacts, and Team Members
NREL: Robb Barnitt Laurie Ramroth