Safety Aspects of Li-Ion Batteries

Abstract

Lithium-ion batteries have dominated the battery industry for the past several years in portable electronic devices due to their high volumetric and gravimetric energy densities. It was expected that the success of these batteries in small scale applications would translate to large scale applications, which would have an important impact in the future of the environment by improving energy efficiency and reducing pollution. Safety of lithium-ion rechargeable batteries has been the technical obstacle for high power demand applications [1]. Lithium ion batteries under normal usage are generally safe. However, safety of Li-ion battery under abusive conditions is still a technical barrier for applications such as hybrid electric vehicles (HEV) and electric vehicles (EV), and the safety too often relies on the battery monitoring system (BMS). This thermal runaway not only is a safety hazard but also hinders the performance of lithium ion batteries eventually.Even though the mechanism of thermal runaway is initiated by the anode in combination with the electrolyte [2], the rapid temperature rise in the cell, which dominates the overall heat generated during this process, is produced by the cathode reacting with the electrolyte [3,4]. Therefore, it is of utmost importance to find a more structurally stable cathode in order to use lithium batteries at their fullest potential [5].Lithium ion cells have historically used lithium metal oxides as cathode materials due to their high capacity for lithium intercalation, and suitable chemical and physical properties required for Li-ion electrodes. Layered materials with LiMO 2 structure, where M ¼ Co, Ni, Mn, or a combination of these metals, have been the most extensively used and investigated cathodes. These types of cathodes show excellent performance, but suffer from higher cost, toxicity (LiCoO 2 ), and thermal instability (LiNiO 2 ). In order to avoid these problems, another lithium metal oxide material with spinel structure LiMn 2 O 4 has been proposed to substitute the layered materials. This oxide is inexpensive and environmentally friendly, but has

Low Power Modular Battery Management System with a Wireless Communication Interface

“…The cells achieve maximum cycle life only in a narrow operating DoD range from 20% to 40% [6]. Likewise, the optimal operating temperature range for Li-Ion cells is ranging from 0 • C to 55 • C. Increasing the operating temperature of cells above 55 • C has a strongly negative influence on cells, causes a loss of cell capacity, shortens the lifespan, and reduces the total number of charge/discharge cycles [24][25][26]. In addition, a large number of cells used to increase the output voltage or capacity of the battery system reduces the reliability of the entire system since a damaged cell may either break an electrical circuit in a series connection or may cause an electrical short circuit in a parallel connection.…”

Simulation and Optimization of FEV Limit Discharge’s Heat Dissipation Based on Orthogonal Experiments

“…In recent years, electric vehicles (EVs) have gradually become the main force in the automobile market due to the introduction of emission regulations of traditional fuel vehicles. The safety of the Li-ion battery under abusive conditions is still a technical barrier for electric vehicles [1,2]. Dendrite growth and overcharging can lead to particularly catastrophic thermal failure due to high rates of heat generation [3].…”

“…By comparing the hybrid For the endurance test conditions, a fully charged power battery pack must be able to support the car to run a complete endurance test of 22 km. This article is based on the automobile power balance equation: P e = P f + P w + P i + P j (1) where P f is rolling resistance power; P w is air resistance power; P i is slope resistance power; and P j is Acceleration resistance power.…”