Projecting Recent Advancements in Battery Technology to Next‐Generation Electric Vehicles

Abstract

Over 1.9 million plug-in electric vehicles (PEVs), including electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs), have been sold in the USA since 2010. [1] In the fourth quarter of 2021, the PEV market share grew to 10.9% of total new light-duty vehicles sales in the USA. [2] Global market share of PEVs has also shown robust growthglobal PEV sales in 2021 rose by around 108% compared to 2020. [3] It is anticipated that the PEV growth will continue to increase in coming years because of national and international climate-friendly policies. In 2019, the European Commission adopted CO 2 emissions performance requirements, for example, European Union (EU) Regulation 2019/631. The CO 2 emission regulation forces automotive manufacturers in the EU to ensure 40% of their new car sales to be zero-emission vehicles (ZEVs) or low-emission vehicles (LEVs) by 2030. [4] Moreover, California will require that 100% of in-state sales of new passenger cars and trucks are ZEV by 2035 under Section 177 of the Clean Air Act. [5] Nine other states including New York, New Jersey, and Massachusetts in the USA adopted goals for ZEV along with California's standard. [6] Similar to California's ZEV mandate, China's New Energy Vehicle (NEV) mandate policy took effect in 2018 to promote new clean energy vehicles and provided additional compliance flexibility to the existing fuel consumption regulation. [7,8] According to China's NEV Mandate policy, the car manufacturer would lose credits if they failed to meet CO 2 standards, which would result in losing the license to sell new vehicles in China. In response to regulation and policy, automakers have accelerated their plans to become fully electric. [9] For example, Ford targets 40% of its global vehicle sales to be EVs by 2030, [10] and General Motors plans to end production of internal combustion engines (ICEs) and shift its entire new fleet to EVs by 2035. [11] Three key advancements are viewed as necessary to facilitate PEV adoption levels prescribed by the different mandates and releases: increased battery specific energy which will lower overall battery cost and increase range, [12,13] the ability of batteries to charge in a short duration such as extreme fast charging (XFC, 10 to 15 min full charge), [14] and the development of robust charging infrastructure. [15][16][17][18] Jointly these advances will more closely align the experience of an EV user with those from an ICE vehicle. Here we survey the literature and scale the advances from the cell level to the vehicle level to provide insight into potential advantages and challenges which will arise from the significant advancements that have been made in Battery R&D. First, the

Enabling Extreme Fast‐Charging: Challenges at the Cathode and Mitigation Strategies

“…Scaling the fast‐charge cell and cathode cycle life, as observed in Figure 7, to equivalent EV miles can provide a realistic picture to an end user (e.g., the OEMs) as to how much they should be concerned about cell and cathode aging. [ 22 ] Such scaling would also provide realistic guidance for the improvement needs based on specific targets. Figure 11 and Figure S4, Supporting Information, show scaled cathode and pack fade with respect to approximated equivalent (eq.)…”

“…[ 38,40 ] The ratio of pack (100 000 Wh) to SLPC's energy (≈0.0675 and ≈0.123 Wh for LL and ML cells, respectively) is used as scaling factor to go from cell to pack‐level energy throughput. [ 22 ] A vehicle efficiency of 300 Wh mi −1 is used to convert the scaled pack energy throughput to equivalent miles shown in the x ‐axes. Cathode fade was calculated based on experimental cathode fade in the coin cells, as observed in Figure 7.…”

“…Bringing battery charging on par to the current benchmark refueling experience for a gasoline vehicle is a significant need. [ 18–22 ] Therefore, enabling a fast‐charge experience can serve as a catalyst for the substantial BEV adoption.…”

“…The current state‐of‐the‐art battery packs can charge up to 2C, which is upwards of 30 min at a recharge speed of ≈12 mi min −1 . [ 22–26 ] Bringing the recharge time down to 10 min (or the charging speed of ≈20 mi min −1 or more) is a significant challenge. Such high‐rate charging creates a host of performance and life issues for LiBs that must be understood before charting solution pathways.…”

Thermally Conductive Epoxy Composites Using Porous Boron Nitride Network and Polydopamine-Treated Aluminum Oxide

“…The rapid advancement of next-generation technology , has led to the development of highly integrated devices such as printed circuit boards (PCBs), micro light-emitting diodes (μLEDs), and automobiles, which are lightweight, miniaturized, and multifunctional. However, the efficient management of heat in these devices has emerged as a critical challenge, particularly in the context of electric vehicles, where severe thermal accumulation poses a significant industry-wide obstacle. , To address the issue of heat dissipation in electronic devices, thermal interface materials (TIM), such as polymer composites, have been developed.…”