Effectiveness of the United States Advanced Battery Consortium as a Government-Industry Partnership (1998) / Chapter Skim
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4 Technical Progress
4 Technical Progress
Pages 33-46
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NICKEL METAL HYDRIDE BATTERIES The Ni/MH battery uses a nickel positive electrode (developed a hundred years ago) and a hydrogen-absorbing alloy negative electrode (developed in the 1970s)
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34 so a' a' o o Cq _' Cq C)
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The best packs deliver 450 to 600 cycles, which is close to the midterm requirements. The battery packs lose their power density with cycling and, therefore, do not meet the USABC calendar life requirements.
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and increased the number of deliverable 40 kWh battery packs to five. Since the 1970s, SAFT has built Ni/Cd cylindrical and prismatic cells for portable applications, such as laptop computers, camcorders, and power tools.
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and its electrode potential, is an attractive candidate material for the negative electrode in high energy 3A dynamic stress test simulates the pulsed-power charge and discharge environment of EVs and is based on the Federal Urban Driving Test regime. This test provides more accurate battery performance and life estimates than constant-current tests because it more closely approximates the application requirement.
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The positive electrode consists of intercalation compounds,5 such as sulfides and oxides of transition elements, that can reversibly intercalate lithium ions. During the initial development of lithium rechargeable batteries in the 1960s and 1970s, organic solvents containing lithium salts were used as electrolytes.
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39 o o at - ~ at c)
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Cost, cycle life, energy and power density, and electrical controls were still outstanding issues. Significant development of the materials technology would have been necessary before the long-term goals could be met.
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ANL was brought into the project to provide expertise in battery design, modeling, and testing, as well as materials development for advanced positive electrodes.7 The USABC also brought battery technologists together with EV experts to provide expertise in systems integration and testing. Although this expertise was important to all of the USABC projects, it was crucial to 3M and Hydro-Quebec, which, unlike Johnson Controls and VARTA, had no previous experience designing batteries for the automotive industry.
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A reliable thermal management system must be developed for vehicle start-up after the battery has cooled down. The objective of Phase IIA is to demonstrate the viability of the lithium polymer battery technology in meeting the USABC interim commercialization performance goals at the 1.7-kWh modular battery level.
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A major goal of the American office of Silent Power was to provide an improved design of the Na/S battery that could be used for EVs, and the planar module design did meet the USABC requirements and passed several tests. An 840-cell battery was subjected to extreme failure testing, including dropping the battery onto a steel post, which severely distorted the battery enclosure and caused the noncatastrophic failure of 21 cells.
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Under the USABC contract, the cell had been redesigned and tested by Silent Power in England and Germany; those results were made available to the USABC, although Silent Power RWE retained the rights to the technology. This USABC project was difficult to assess because most of the requisite data were supplied by Silent Power RWE.
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Finding 2. Ni/MH technology meets the midterm targets for power density and volumetric energy density but does not meet the most critical midterm criteria for specific energy and cost.
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The Duracell/VARTA battery may be able to meet the midterm goals, although not in the midterm time frame, and may offer opportunities for further development to meet USABC interim commercialization goals; there is a separate program for meeting PNGV requirements for hybrid vehicles. Some safety issues remain to be addressed.
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