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Three Fraunhofer Institutes to Develop Li-ion Polymer Battery for VW PHEV Fleet Tests
15 August 2008
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| Prototype of a Fraunhofer lithium-polymer cell for use in hybrid vehicles. |
The Fraunhofer Institutes for Silicon Technology (ISIT) in Itzehoe, Integrated Circuits (IIS) in Nuremberg, and Integrated Systems and Device Technology (IISB) in Erlangen are collaborating on the development of a new lithium-ion polymer cell and pack as part of the German project “Fleet test: electric drive vehicles” (“Flottenversuch Elektromobilität”).
Volkswagen AG is leading the project, with E.ON (energy provider) and LTC/GAIA and Evonik/Li-Tec (lithium-ion battery providers) as principal partners. Also contributing from the research side are the Fraunhofer-Gesellschaft, Heidelberg Institute for Energy and Environmental Research (Ifeu), the German Center for Aerospace Technology (DLR), and the Westphalian Wilhelms University at Münster. (Earlier post.)
Fraunhofer will use a chemistry that is “significantly different from current mainstream technologies,” according to Dr. Gerold Neumann of Fraunhofer ISIT and the co-ordinator of the Fraunhofer activities for the project.
Fraunhofer ISIT has been optimizing and testing new cell chemistries for use in HEV- and/or EV-storage devices for a number of years. The Institute has put a special focus on systems using lithium titanate (Li4Ti5O12) as the anode material. ISIT is exploring the combination of titanate-based systems with conventional electrolytes for standard Li-ion cells or with new electrolytes to further extend the temperature range of operation or improve safety and durability. In its annual report for 2007, ISIT notes that:
High current capability (charging and discharging) in such cells can be achieved by using fine sized or even nanocrystallinic Lithium titanate particles in the anode. One challenge left is the improvement of energy density in this system. Projects addressing this aspect are on the way.
For the VW PHEV project, the researchers will use an internally-developed polymer matrix separator containing a ceramic filler. The electrolyte material is not ORMOCER, said Dr. Neumann. Other Fraunhofer researchers have developed a lithium-ion polymer electrolyte derived from ORMOCER (ORganically MOdified CERamics) materials—inorganic-organic hybrid polymers also developed at Fraunhofer.
A polymer electrolyte in lithium-ion batteries can offer a number of advantages such as design flexibility and stability under abusive conditions, but it can also be a less efficient conductor of the lithium ions. Groups at Fraunhofer have been working with ORMOCER materials over the last 10 years to optimize its properties for use in Li-ion cells (among other applications). (Earlier post.)
Work on the new energy storage system for the PHEV project will also incorporate a specially developed battery management system to deliver better durability and reliability and new packaging concepts.
This module has to be able to withstand the harsh environmental conditions it will encounter in a hybrid vehicle, and above all it must guarantee high operational reliability and a long service life.
—Dr. Gerold Neumann
The tasks involved are distributed between the three Fraunhofer Institutes according to their expertise: ISIT is manufacturing the cells; IIS is responsible for battery management and monitoring; and IISB is contributing its know-how on power electronics components to configure the modules. The development and configuration of the new energy storage module is expected to be finished by mid-2010.
Volkswagen AG will then carry out field trials to test the modules’ suitability for everyday use in the vehicles.
The Fraunhofer-Gesellschaft is the largest organization for applied research in Europe and comprises more than 80 research units, including 56 Fraunhofer Institutes at 40 different locations in Germany. It has an annual research budget totalling € 1.3 billion (US$1.9 billion). Of this, more than €1 billion is generated through contract research. Two thirds of the research revenue is derived from contracts with industry and from publicly financed research projects.
Resources
Fraunhofer ISIT Achievements and Results Annual Report 2007
August 15, 2008 in Batteries, Hybrids, Plug-ins | Permalink | Comments (10) | TrackBack (1)
Comments
Posted by: sjc | August 15, 2008 at 07:47 AM
Leading Japanese and German companies are starting serious and intensive work on car batteries.
Oil lobby in those countries won't obstruct progress.
Good results are almost guaranteed. Bright future for HEVs and BEVs.
Posted by: MG | August 15, 2008 at 11:15 AM
MG
Why do you think Japan and Germany are not interested in
the enormous amount of money oil companies can offer?
Posted by: Jerry | August 15, 2008 at 06:43 PM
Jerry,
Of course Japan and Germany would be interested in that money if it was free, but I believe other reasons will prevail there, based on some facts like:
Japan and Germany (France especially) have far more developed (and electrified) railway network than US, both intercity and within big cities.
That could easily be a measure of influence of oil lobby over previous decades (not years).
The average fuel consumption per km (or mile), per vehicle is much lower (in those countries, and almost anywhere else in the world) than in the US. This could be another measure.
Oil lobby is not making those countries permanently involved in wars around the globe, as it make the US (along with weapon makers lobby, and some other).
Posted by: MG | August 15, 2008 at 07:57 PM
"Why do you think Japan and Germany are not interested in
the enormous amount of money oil companies can offer?"
Maybe it is because Germany and Japan have few oil resources and the major non-national oil companies are Exxon and Chevron (U.S.) Shell (Netherlands) BP (U.K.) and Total (France) Most others are national oil companies that have no reason to lobby Germany nor Japan.
Posted by: sjc | August 16, 2008 at 12:19 AM
the problem is that li-ion battiers cost more that lead acid. The high cost of batties what keeps phev back.
Posted by: | August 16, 2008 at 06:32 AM
why are they so expensive?, is the fabrication automated or not?
If their power density was high enough, the high cost would not matter.. they also have to last a few years in auto applications.
Posted by: Herm | August 17, 2008 at 07:18 AM
"why are they so expensive?, is the fabrication automated or not?"
http://www.youtube.com/watch?v=MqywKcJ0J2M
You can see in the video it requires quite a bit of human help. I don't think any of these advanced batteries are really at the stage of mass production besides some of the standard laptop battery cells. But it may also have to do with material costs too.
Definitely there is room to cut costs, esp if we start to standardize them and design them specifically for automotive use, but it's hard right now b/c there are so many emerging competing cathode chemistries even for just lithium batteries. Pretty much each automaker is backing a different battery maker, each with varying types of technologies and costs. Lead acid is cheaper but it doesn't last as long. Almost all of these newer lithium and nimh batteries can last longer than the typical life cycle of a car, some much longer.
Posted by: stopcrazypp | August 17, 2008 at 03:07 PM
This video shows the Avestor process of maufacturing LMP (Lithium Metal Polymer), not Li-ion cells. Those cells exibit short cycle life and there were safety related problems with using metallic lithium. Anyway, Avestor ceases their operations due to insufficient demand and high failure rate of their batteries.
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"The Fraunhofer-Gesellschaft is the largest organization for applied research in Europe and comprises more than 80 research units, including 56 Fraunhofer Institutes at 40 different locations in Germany."
These guy are good. If it can be done they will do it and make it look easy.