Traction Batteries For Vehicles Research Articles

Sustainable Battery Lifecycle: Non-Destructive Separation of Batteries and Potential Second Life Applications

Large quantities of battery systems will be discarded from electric vehicles in the future. Non-destructive separation of used electric vehicle (EV) traction batteries enables a second life of battery components, extraction of high value secondary materials, and reduces the environmental footprint of recycling and separation processes. In this study, the key performance indicators (KPIs) for the second life application of spent EV batteries are identified. Three battery packs are analyzed in terms of the joining techniques used—and possible separation techniques—considering only direct recycling methods. The components that can be recovered from these batteries are evaluated against the KPIs. This study shows that all the batteries analyzed allow a second life in stationary and semi-stationary electrical storage systems and marine applications when used at the pack and module levels. Two packs can be reused in electric vehicles such as forklifts. However, the feasibility of re-use in micro-mobility and consumer electronics is very limited. This study shows that technically feasible separation methods are dictated and constrained by the joining techniques used. As welding and adhesive bonding pose challenges to separation processes, future efforts should prioritize ‘design for disassembly’ to ensure sustainable battery life cycle management.

Simulation and Testing of Self-Reconfigurable Battery Advanced Functions for Automotive Application

This article presents the design and production work carried out jointly by Vitesco Technologies and the CEA in order to build a Self-Reconfigurable Battery (SRB) demonstrator representative of an electric vehicle traction battery pack. The literature demonstrates that the use of an SRB allows for individual bypassing or serialization of each cell in a battery pack, enabling control of the voltage output and dynamic balancing of the battery pack during all phases of vehicle use. The simulations and tests presented in this article confirm that the use of an SRB results in a 6% reduction in energy consumption compared to a Conventional Battery Pack (CBP) on a driving profile based on WLTP cycles. Additionally, an SRB enhances fast charging performance, with a charging time that is 22% faster than a CBP. Furthermore, it is shown that an SRB without a voltage inversion capability can still be connected directly to the AC grid for charging without the need for a dedicated converter, using only a single diode bridge rectifier for the whole system.

Analysis and Prospect of Key Common Technologies for Echelon Utilization of New Energy Vehicle Traction Batteries

Echelon utilization refers to the process of necessary detection, classification, disassembly, repair, or recombination of waste power batteries into echelon utilization battery products, so that they can be applied to other fields. Echelon utilization, as an important disposal procedure and means for retired power batteries in new energy vehicles, deserves in-depth research and exploration of its key technological development path. However, echelon utilization is still in its early stages. In order to grasp the current development status of echelon utilization technology and to further solve the existing technological bottlenecks, this article analyzes the its process and current technological development status, and puts forward targeted suggestions.

Progress in Recovery and Utilization Technology of traction batteries for New Energy Vehicles and Analysis on Tendency

The recycling and utilization of retired traction batteries for new energy vehicles has attracted widespread attention in recent years and has developed rapidly. This article reviews the technology routes for the recycling and utilization of retired traction batteries, identifies the technological bottlenecks, and examines the development and promotion of advanced applicable technologies. It also analyzes case studies of traction battery recycling and utilization in the United States and Europe, as well as government-related plans and goals. By comparing the progress and trends of traction battery recycling and utilization technologies domestically and internationally, and focusing on the development and application of these technologies, this article provides reference for the development and planning of related technologies for recycling and utilization of traction batteries for new energy vehicles.

ЭКСПЕРИМЕНТАЛЬНЫЕ ИССЛЕДОВАНИЯ ФУНКЦИОНАЛЬНЫХ ХАРАКТЕРИСТИК ТЯГОВЫХ АККУМУЛЯТОРОВ ГЕЛЕВОГО ТИПА

The results of an experimental assessment of the functional characteristics of gel-type traction batteries (AGBT) for small-sized transport and technological vehicles (TVT), depending on various load modes and temperature conditions, are presented. Experimental assessment of the battery life of AGBT in operation and their discharge type characteristics at various storage and operating temperatures. An assessment of changes in the voltage level of an AgBT sample of type RuTrike 6-EVF-32 at room temperature and in a freezer (from -7.8 to -20.2 °C) with a connected electrical load and in storage mode was carried out at the first stage. Temperature fluctuations were set randomly to simulate real operating conditions of the TTS in the cold season. At the second stage of testing, the continuous operation time of a set of five battery packs as part of a small-sized vehicle, the D4 1800 tricycle, was assessed. The tests were carried out in the early spring on the territory of the Federal National Research Center VIM. Both batteries were discharged by only 0.05 V during four days of studying self-discharge characteristics at different temperatures. After removing the load, the batteries are regenerated to a voltage of 12 V (50% charge). A cold battery discharges faster by 2-3 hours, but when the load is removed it is regenerated faster. The tricycle can travel 22.21 km at a speed of 13.3 km/h on a single AkBg charge. The voltage drop across the batteries has an almost linear dependence on the distance traveled and the test time. Timely charging of the battery, as well as the provision of design and technological measures for insulating the battery pack, is recommended for operation in the cold season. Tests with cycles of movement and stopping to assess the influence of the battery’s ability to self-recovery to increase the duration of movement needs to be continued, as well as testing for the duration of recovery after turning on/removing the load, depending on the magnitude of the residual stress.

Mathematical Modeling of the State of the Battery of Cargo Electric Vehicles

In this paper, a mathematical simulation model of an electric vehicle traction battery has been developed, in which the battery was studied during the dynamic modes of its charge and discharge for heavy electric vehicles in various driving conditions—the conditions of the urban cycle and movement outside the city. The state of a lithium-ion battery is modeled based on operational factors, including changes in battery temperature. The simulation results will be useful for the implementation of real-time systems that take into account the processes of changing the characteristics of traction batteries. The developed mathematical model can be used in battery management systems to monitor the state of charge and battery degradation using the assessment of the state of charge (SOC) and the state of health (SOH). This is especially important when designing and operating a smart battery management system (BMS) in virtually any application of lithium-ion batteries, providing information on how long the device will run before it needs to be charged (SOC value) and when the battery should be replaced due to loss of battery capacity (SOH value). Based on the battery equivalent circuit and the system of equations, a simulation model was created to calculate the electrical and thermal characteristics. The equivalent circuit includes active and reactive elements, each of which imitates the physicochemical parameter of the battery under study or the structural element of the electrochemical battery. The input signals of the mathematical model are the current and ambient temperatures obtained during the tests of the electric vehicle, and the output signals are voltage, electrolyte temperature and degree of charge. The resulting equations make it possible to assign values of internal resistance to a certain temperature value and a certain value of the degree of charge. As a result of simulation modeling, the dependence of battery heating at various ambient temperatures was determined.

Використання часткового зарядно-розрядного циклу акумуляторної батареї для збільшення її ресурсу

The work investigates a way to extend the lifespan of electric vehicle battery packs. Currently, there is a notable absence of solutions for recycling and disposal of lithium-based battery packs. Therefore, investigating possible ways to prolong the lifespan of existing electric vehicle battery packs becomes crucial to delay their disposal and allow more time to find new effective recycling solutions. This study analyzes the average daily mileage of vehicles in Ukraine and other countries, revealing that it does not exceed 50 km per day. This mileage is significantly lower than the full charge-discharge cycle range of any electric vehicle traction battery pack. The authors investigated the impact of limiting the depth of discharge of the battery pack on its lifespan and found that by restricting the depth of discharge to 50%, the battery lifespan could increase by 20%. Statistical data from other scientists were gathered and organized to analyze the influence of the depth of discharge on the battery lifespan across different charge levels during the charge-discharge cycle. It was shown that when using battery packs with the same depth of discharge but in different charge-discharge cycle ranges, the batteries degrade differently. In conclusion, it was noted that to increase the battery lifespan, it is essential to keep it in the optimal charge level range for as long as possible. The paper provides recommendations for identifying this optimal charge level range. It proposes ways for upgrading electric vehicle control systems that can increase the lifespan of their traction battery pack without setting substantial restrictions for users.

A Review of Second-Life Lithium-Ion Batteries for Stationary Energy Storage Applications

The large-scale retirement of electric vehicle traction batteries poses a huge challenge to environmental protection and resource recovery since the batteries are usually replaced well before their end of life. Direct disposal or material recycling of retired batteries does not achieve their maximum economic value. Thus, the second-life use of EV batteries has become the most economical and environmentally friendly solution. However, there are still many issues facing second-life batteries (SLBs). To better understand the current research status, this article reviews the research progress of second-life lithium-ion batteries for stationary energy storage applications, including battery aging mechanisms, repurposing, modeling, battery management, and optimal sizing. Energy management strategies are reviewed to maximize the economic benefits for SLBs, and the less-demanding applications of SLBs are presented. The technical challenges and future development trends of battery reusing technologies are also discussed. Finally, the conclusions and relevant recommendations for future studies are summarized.

How to Evaluate the Performance of Traction Battery for Electric Vehicles

With the rapid development of new energy vehicle technology, how to test and evaluate the performance of a traction battery has become a key issue in the field of new energy vehicle testing technology. Starting from the technical requirements of vehicle traction battery, this mini review introduces the key contents of battery performance test and evaluation from vehicle level and battery level respectively. Furthermore, based on the actual vehicle demand, the influence of electricity quality and feedback current on the performance of battery is introduced, and the feasibility of multi-stage reuse of traction battery is discussed.

Calculation of Еnergy Сonsumption of Тraction Batteries for Electric Vehicles

Problem. The article is devoted to the problem of improving the environmental safety of electric vehicles and reducing energy costs for their movement. Only in 2019, 2.6 million electric cars are planned to be sold, which will increase their total number to 7.6 million. The investments in development of electric vehicles double annually. In this study, the justification of the energy intensity and the corresponding mass of TAB for electric vehicles driven in the mode of “only electricity” was conducted. The most promising hybrid vehicles are those that are capable of generating energy in the TAB from stationary sources of electricity, the so-called Plug-in Hybrid Vehicle (PHV) system. Goal. The goal is achieved by justifying the capacity of traction batteries for powering hybrid vehicles, hybrid electric vehicles, electric vehicles. Methodology. To increase the economy and ecological safety of the vehicles, an experimental hybrid vehicle based on ZAZ Lanos Pickup was created at the Department of Automobile Electronics of KhNAHU, which was also selected as an analogue. The Lanos Pickup Hybrid ZAZ uses a 15 kW electric motor, the TAB includes 20 TS-LFP90AHA lithium iron phosphate batteries with a total capacity of 5.76 kWh. The mass of the TAB unit does not exceed 65 kg. The Department of Automobile Electronics conducted full-scale tests of the hybrid ZAZ Lanos Pickup under real operational conditions. Conclusions. The calculation results show that the maximum mass of an electric vehicle's TAB can be 636 kg. This is almost 1/2 of the mass of the entire electric vehicle. The energy capacity of such a battery is 84.8 kWh, which is sufficient to overcome 800 km. In each case, a compromise between the battery capacity and weight must be chosen. The capacity of the TAB of a hybrid electric car can be selected from 5.3 to 12.72 kWh, depending on the desired run in the “only electricity” mode from 50 to 120 km. The capacity of the TAB of a hybrid vehicle can be selected from 1.06 to 5.3 kWh, depending on the desired run in the “only electricity” mode.

Calculation and experimental research of liquid flow through a radiator of the electric car power battery thermal managment system

The article presents current state of the development of the thermostatic control system for electric vehicle traction batteries. The results of calculation and experimental research of the fluid flow through the radiator of the electric car power battery thermal managment system are described. Based on the data obtained, a pressure-flow characteristic of the radiator is constructed.

Blueprint and Implementation of Rural Stand-Alone Power Grids with Second-Life Lithium Ion Vehicle Traction Battery Systems for Resilient Energy Supply of Tropical or Remote Regions

Developed societies with advanced economic performance are undoubtedly coupled with the availability of electrical energy. Whilst industrialized nations already started to decrease associated carbon emissions in many business sectors, e.g., by substituting combustion engines with battery-powered vehicles, less developed countries still lack broad coverage of reliable electricity supply, particularly in rural regions. Progressive electrification leads to a need for storage capacity and thus to increasing availability of advanced battery systems. To achieve a high degree of sustainability, re-used batteries from the electromobility sector are appropriate, as they do not consume further primary resources and still have sufficient residual capacity for stationary electrical storage applications. In this article, a blueprint for the electrification of a remote region by utilizing second-life lithium ion traction batteries for an integrated energy system in a stand-alone grid is presented and the implementation by the example case of a Tanzanian island in Lake Victoria is demonstrated. First, economic potentials and expected trends in the disposability of second-life lithium ion batteries and their foreseeable costs are outlined. Subsequently, key decision variables are identified to evaluate logistic aspects and the feasibility of the implementation of an off-grid electrical system in remote areas for economically and geographically unfavorable environments. The practical realization is pictured in detail with a focus on technical performance and safety specificities associated with second-life applications. Therefore, a new type of battery management system is introduced, which meets the special requirements of climate compatibility, low maintenance, enhanced cell balancing capability and cell configuration flexibility, and combined with a fiber-optical sensor system, provides reliable status monitoring of the battery. By carrying out on-site measurements, the overall system efficiency is evaluated along with a sustainability analysis. Finally, the socioeconomic and humanitarian impact for the people on the island is debated.

Perspectives on environmental and cost assessment of lithium metal negative electrodes in electric vehicle traction batteries

Using a lithium metal negative electrode may give lithium metal batteries (LMBs), higher specific energy density and an environmentally more benign chemistry than Li-ion batteries (LIBs). This study asses the environmental and cost impacts of in silico designed LMBs compared to existing LIB designs in a vehicle perspective. The life cycle climate and cost impacts of LMBs show a similar pattern: the use phase has more climate and cost impacts than the production phase. As compared to LIBs and with respect to the positive electrode, Lithium Nickel Manganese Cobalt Oxide (NMC) is preferable to Lithium Iron Phosphate (LFP). The cell cost is highly dependent on the cost of lithium metal; a cost reduction of 50% causes a cell cost reduction of 8–22% depending on the choice of positive electrode material and if the cell is optimised for power or energy. For electric vehicle usage, the total cost per km is mainly dependent on the energy consumption per km and the capacity of the positive electrode, representing cost saving potentials of about 10%. These generic results can be used as a base for investigations of other battery technology using lithium metal electrodes.

Charging the Electric Vehicle from the Photovoltaic Minicarport

The article discusses the process of charging an electric vehicle from a photovoltaic mini-carport. In order to carry out the research, a solar minicarport with a peak power of 1 kWp was designed and built as part of the didactic classes. A small, two-seat city vehicle with electric drive was used for the tests. On the basis of the conducted tests, current parameters of both photovoltaic carport and electric vehicle were determined. Based on them, the method of connecting an electric vehicle to a solar carport was specified in order to charge the vehicle's traction batteries.

System Considerations for the Application of Thermal Management Solutions to Electrified Vehicle Traction Batteries: Benchmarks and Technical Specification Development

With an increasing demand in traction battery performance for electrified vehicles, thermal management definition and temperature uniformity specifications are a moving target for supplier product development and OEM system integration. Alternative cell formats, integration schemes and cell-to-pack scaling are trending stop-gaps to this challenge. Highlights of select vehicle system benchmarks and the evolving demands for lithium-ion battery thermal management will be discussed with focus on scaled temperature gradients, heat transfer efficiency, as well as system volume, weight, and cost. Recent efforts by the United States Advanced Battery Consortium to define such targets and SAE standards defining battery thermal management systems will be also be explored.

Experimental Electric Vehicle eŠus Gen2

Abstract In the introduction to the article, the conception and development of an experimental electric vehicle is described. It is followed by a description of the used mechanical and electrical components in combination with the design solutions of sub-units, such as the vehicle powertrain and traction battery. The choice of components and design solutions is evaluated here with regard to the current trends in the development of battery electric vehicles.

Effects of battery chemistry and performance on the life cycle greenhouse gas intensity of electric mobility

Lithium traction batteries are a key enabling technology for plug-in electric vehicles (PEVs). Traction battery manufacture contributes to vehicle production emissions, and battery performance can have significant effects on life cycle greenhouse gas (GHG) emissions for PEVs. To assess emissions from PEVs, a life cycle perspective that accounts for vehicle production and operation is needed. However, the contribution of batteries to life cycle emissions hinge on a number of factors that are largely absent from previous analyses, notably the interaction of battery chemistry alternatives and the number of electric vehicle kilometers of travel (e-VKT) delivered by a battery. We compare life cycle GHG emissions from lithium-based traction batteries for vehicles using a probabilistic approach based on 24 hypothetical vehicles modeled on the current US market. We simulate life-cycle emissions for five commercial lithium chemistries. Examining these chemistries leads to estimates of emissions from battery production of 194–494kgCO2 equivalent (CO2e) per kWh of battery capacity. Combined battery production and fuel cycle emissions intensity for plug-in hybrid electric vehicles is 226–386gCO2e/e-VKT, and for all-electric vehicles 148–254gCO2e/e-VKT. This compares to emissions for vehicle operation alone of 140–244gCO2e/e-VKT for grid-charged electric vehicles. Emissions estimates are highly dependent on the emissions intensity of the operating grid, but other upstream factors including material production emissions, and operating conditions including battery cycle life and climate, also affect life cycle GHG performance. Overall, we find battery production is 5–15% of vehicle operation GHG emissions on an e-VKT basis.

Muti-objective Topology Optimization of an Electric Vehicle's Traction Battery Enclosure

The traction battery enclosure is one of the most significant parts of an electric vehicle. Better structural performance and lightweight design of battery enclosure are extremely important in current situation. This paper introduces a multi-objective topology optimization design method for the traction battery enclosure, in which both the static stiffness and dynamic frequencies are taken into consideration. The optimization is utilized to achieve a new battery enclosure structure with better static and dynamic performances. The results illustrate that the structural topology optimization approach can be a feasible and efficient design methodology for the traction battery enclosure structural design and can provide the designer with detailed guidance in conceptual design phase.

Battery Charger for Electric Vehicle Traction Battery Switch Station

This paper presents the functionality of a commercialized fast charger for a lithium-ion electric vehicle propulsion battery. The device is intended to operate in a battery switch station, allowing an up-to 1-h recharge of a 25-kWh depleted battery, removed from a vehicle. The charger is designed as a dual-stage-controlled ac/dc converter. The input stage consists of a three-phase full-bridge diode rectifier combined with a reduced rating shunt active power filter. The input stage creates an uncontrolled pulsating dc bus while complying with the grid codes by regulating the total harmonic distortion and power factor according to the predetermined permissible limits. The output stage is formed by six interleaved groups of two parallel dc-dc converters, fed by the uncontrolled dc bus and performing the battery charging process. The charger is capable of operating in any of the three typical charging modes: constant current, constant voltage, and constant power. Extended simulation and experimental results are shown to demonstrate the functionality of the device.

High Frequency Impedance Model of Electric Vehicle Traction Battery

The application of the high-voltage supply system and the motor drive system in electric and hybrid-electric vehicles can leads to a significant increase in electromagnetic compatibility. The influence of traction batteries as part of the electromagnetic interference path must be considered. In this paper models of single cell, cells connected in series and cells connected in parallel are developed based on the measured impedance curve of single cell, the models are formulized in the frequency domain and verified by impedance measurement on Ni-MH batteries, the results allow the simulation of batteries as interference path and the prediction of external electric fields and magnetic fields.