Battery usage and thermal performance of the Toyota Prius and Honda Insight during chassis dynamometer testing

Kelly, Kenneth; Mihalic, Mark; Zolot, M.

doi:10.1109/bcaa.2002.986408

Cited by 59 publications

(39 citation statements)

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“…The 2000 Honda Insight and 2001 Toyota Prius were the first commercially available hybrid electric vehicles, and the NREL has conducted a series of thermal performance tests on these battery packs both inside 103 and outside 40,104 the vehicle. Both vehicles use multiple nickel-metal hydride batteries to recover and supply energy from and to the vehicle drivetrain.…”

Section: Existing Thermal Management Strategiesmentioning

confidence: 99%

A Critical Review of Thermal Issues in Lithium-Ion Batteries

Bandhauer

Garimella

Fuller

2011

J. Electrochem. Soc.

1,696

915

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Lithium-ion batteries are well-suited for fully electric and hybrid electric vehicles due to their high specific energy and energy density relative to other rechargeable cell chemistries. However, these batteries have not been widely deployed commercially in these vehicles yet due to safety, cost, and poor low temperature performance, which are all challenges related to battery thermal management. In this paper, a critical review of the available literature on the major thermal issues for lithium-ion batteries is presented. Specific attention is paid to the effects of temperature and thermal management on capacity/power fade, thermal runaway, and pack electrical imbalance and to the performance of lithium-ion cells at cold temperatures. Furthermore, insights gained from previous experimental and modeling investigations are elucidated. These include the need for more accurate heat generation measurements, improved modeling of the heat generation rate, and clarity in the relative magnitudes of the various thermal effects observed at high charge and discharge rates seen in electric vehicle applications. From an analysis of the literature, the requirements for lithium-ion thermal management systems for optimal performance in these applications are suggested, and it is clear that no existing thermal management strategy or technology meets all these requirements. Thomas-Alyea (kethomas@alumni.princeton.edu) and Kandler Smith (kandler.smith@gmail.com). This article was reviewed by KarenElectric and hybrid electric vehicles ͑EV and HEV͒ may present the best near-term solution for the transportation sector to reduce our dependence on petroleum and to reduce emissions of greenhouse gases and criteria pollutants. Rechargeable lithium-ion batteries are well-suited for these vehicles because they have, among other things, high specific energy and energy density relative to other cell chemistries. For example, practical nickel-metal hydride ͑NiMH͒ batteries, which have dominated the HEV market, have a nominal specific energy and energy density of 75 Wh/kg and 240 Wh/L, respectively. In contrast, lithium-ion batteries can achieve 150 Wh/kg and 400 Wh/L, 1 i.e., nearly 2 times the specific energy and energy density.Whereas lithium-ion batteries are rapidly displacing NiMH and nickel-cadmium secondary batteries for portable and hand-held devices, they have not yet been widely introduced in automotive products. The main barriers to the deployment of large fleets of vehicles on public roads equipped with lithium-ion batteries continue to be safety, cost ͑related to cycle and calendar life͒, and low temperature performance 2 -all challenges that are coupled to thermal effects in the battery. Since the recent introduction of HEV fleets, the industry trend is toward larger batteries required for plug-in hybrids, extended-range hybrids, and all-electric vehicles. These larger battery designs impose greater pressure to lower costs and improve safety.Furthermore, most of the research on these types of batteries has been related to fin...

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Section: Existing Thermal Management Strategiesmentioning

confidence: 99%

A Critical Review of Thermal Issues in Lithium-Ion Batteries

Bandhauer

Garimella

Fuller

2011

J. Electrochem. Soc.

1,696

915

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“…The 2000 Honda Insight and 2001 Toyota Prius were the first commercially available hybrid electric vehicles, and the National Renewable Energy Laboratory (NREL) has conducted a series of thermal performance tests on these battery packs both inside (Kelly et al, 2002) and outside Zolot et al, 2001) the vehicle. Air is drawn through the aligned bank across the three rows in parallel.…”

Section: Thermal Managementmentioning

confidence: 99%

Electrochemical-thermal modeling and microscale phase change for passive internal thermal management of lithium ion batteries.

Bandhauer

2012

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A fully coupled electrochemical and thermal model for lithium-ion batteries is developed to investigate the impact of different thermal management strategies on battery performance. In contrast to previous modeling efforts focused either exclusively on particle electrochemistry on the one hand or overall vehicle simulations on the other, the present work predicts local electrochemical reaction rates using temperature-dependent data on commercially available batteries designed for high rates (C/LiFePO 4 ) in a computationally efficient manner. Simulation results show that conventional external cooling systems for these batteries, which have a low composite thermal conductivity (~1 W/m-K), cause either large temperature rises or internal temperature gradients. Thus, a novel, passive internal cooling system that uses heat removal through liquid-vapor phase change is developed. Although there have been prior investigations of phase change at the microscales, fluid flow at the conditions expected here is not well understood. A first-principles based cooling system performance model is developed and validated experimentally, and is integrated into the coupled electrochemical-thermal model for assessment of performance improvement relative to conventional thermal management strategies. The proposed cooling system passively removes heat almost isothermally with negligible thermal resistances between the heat source and cooling fluid. Thus, the minimization of peak temperatures and gradients within batteries allow increased power and energy densities unencumbered by thermal limitations.

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“…For the Prius, the amount of propulsion energy supplied by the battery was nearly 10% of the gasoline fuel energy used by the engine on the Federal Test Procedure (FTP) driving cycle. The highest level of pack energy used by the Insight was 3% of the fuel energy for the SC03 cycle with air conditioning (3). The implications of these differences on the results of this program and impacts on future programs will be discussed in detail in a later section.…”

Section: Hybrid Electric Vehicles Testedmentioning

confidence: 99%

Cold-Start and Warmup Driveability Performance of Hybrid Electric Vehicles Using Oxygenated Fuels

Thornton

Jorgensen

Evans

et al. 2003

SAE Technical Paper Series

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Hybrid vehicles may respond to fuel variables in unique ways; they could even require a unique driveability test. The Coordinating Research Council (CRC) conducted a program to determine the effect of ethanol content on driveability performance under cool ambient conditions. In addition to the 27 vehicles in the main fleet, four hybrid electric vehicles (HEVs) were tested using the same fuels and driveability procedure. These HEVs responded to fuel in a manner similar to conventional vehicles; however, the HEVs showed unique driving characteristics not well captured in the existing test.

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Battery usage and thermal performance of the Toyota Prius and Honda Insight during chassis dynamometer testing

Cited by 59 publications

References 0 publications

A Critical Review of Thermal Issues in Lithium-Ion Batteries

A Critical Review of Thermal Issues in Lithium-Ion Batteries

Electrochemical-thermal modeling and microscale phase change for passive internal thermal management of lithium ion batteries.

Cold-Start and Warmup Driveability Performance of Hybrid Electric Vehicles Using Oxygenated Fuels

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