Session 1: Market Development of EVs, HEVs, and their Batteries

1. California Climate Policy and What it Means for PEVs
   Dan Sperling, Professor of Civil Engineering and Environmental Science and Policy, UC Davis
   Abstract 

   

   California is adopting a mix of policies, regulations, and incentives that together provide a coherent and durable framework for transforming vehicles and fuels.  These policies and regulations have been revised or newly adopted in the past few years. They include aggressive GHG performance standards for vehicles (with special provisions for PEVs), ZEV mandate, a low carbon fuel standard, and various monetary and nonmonetary incentives.  The author, as an academic and member of CARB, will describe and assess these policies and regulations.

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2. Motor Vehicle Fuels for the Future
   David Raney, IHS CERA, Raney Associates
   Abstract 

   

   Mobility for personal and freight transport has been facilitated by the evolution of motor fuels, which continues today on a global scale. The late 1800's saw a fierce competition between electricity and refined petroleum with the winner becoming clearly evident as early as 1915 with millions of internal combustion vehicles on the road compared to less than 50,000 electric cars. The consideration of new fuels, including electricity, for mobility is renewed today driven by different pressures including:

   • a search for renewables;
   • the concept of peak oil;
   • energy security and national sovereignty; and,
   • the overall need to reduce carbon emissions from combustion.

   Yet, the timeline for a viable and sustained market for new fuels is highly uncertain, as support for alternative fuels comes primarily today in the form of government subsidy or regulatory mandate.

   • Development of cellulosic ethanol at production scale is still perhaps a decade or more away.
   • Hydrogen is still a viable candidate but the infrastructure hurdle remains a challenge
   • Electricity faces the challenges of effective access to specific populations as well as the battery – vehicle combination
   • Refined petroleum faces global challenges due to quality and increased risk of environmental degradation

   Petroleum markets and refined motor fuels are highly complex, as are issues relative to alternative fuels including electricity; mandates by themselves in no way guarantee a successful market. This discussion will attempt to bring clarity and understanding relative to these issues and realistic projections for fuels of the future.

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3. Market Challenges for PHEV Introduction
   Michael Lord, National Sales Manager, Advanced Technology Group, Toyota Technical Center
   Abstract 

   

   Vehicle electrification will play an important role in manufactures plans to meet long term goals for developing sustainable mobility. Toyota has a portfolio approach to these technologies including Battery Electric Vehicles (BEV), Plug-in Hybrid Electric Vehicles (PHEV) and Fuel Cell Hybrid Vehicles (FCHV) all building upon our core Hybrid Electric Vehicle (HEV) technology. While policy initiatives and regulatory requirements are strong drivers for electrification of automobile transportation, the success of this technology will ultimately be determined by how well the products will be accepted by customers in the market. This presentation will discuss:

   • Important drivers of these advanced technologies;
   • Toyota's experience with hybrid technology introduction and the considerable time it has taken to be recognized by mainstream consumers;
   • Analysis of the benefits of smaller battery applications like the PHEV Prius; and
   • Usage data from the 2010MY PHEV Demonstration program.

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4. Advanced Vehicles and Advanced Automotive Battery Market Trends
   Menahem Anderman, President, Advanced Automotive Batteries
   Abstract 

   

   The presentation will discuss international market trends for electrified vehicles and their batteries. It will include analyses of market drivers, challenges, and trends as well as vehicle and battery market forecasts.
   

   Advanced Automotive Battery Busines

   

   EV Market by Automake

   

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5. Meeting the Cost, Performance, and Durability Requirements of the xEV Automotive Market
   Martin Klein, Director of Engineering, LG Chem Power, Inc.
   Abstract 

   

   This presentation looks at real-world challenges and opportunities for reducing battery system costs while maintaining responsiveness to customers' evolving performance, functional, and durability demands. This is presented through a case study comparing three large battery packs:

   • n kWh air-cooled HEV-type application with auxiliary outputs
   • 2n kWh liquid-cooled PHEV-type application
   • 5n kWh liquid-cooled BEV-type application

   A brief overview of xEV pack requirements is given, highlighting differences that drive both innovation and cost, followed by a pack-by-pack comparison across several cost categories, including

   • Materials
   • Tooling
   • Manufacturing/Labor
   • Engineering (Design, development and test)

   Opportunities are discussed for cost reductions through

   • Volume increases through part communization
   • Part count reduction
   • Requirements rationalization
   • Other techniques

   The presentation concludes with a summary and discussion of next steps toward affordable cost realization.

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6. Can Battery Makers Generate Profits in the Automotive Market?
   Hideo Takeshita , Vice President, Institute of Information Technology
   Abstract 

   

   • 2011-2012 xEV Li-ion production and sales status
   • 2011-2012 xEV Li-ion supplier and automotive OEM relationship
   • 2012-2020 xEV Li-ion possible sales forecast
   • Summary of xEV Li-ion manufacturing capability of major suppliers
   • Summary of material and components used in 1st gen. xEV Li-ion
   • Cost breakdown of xEV Li-ion cell/module/pack

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Session 2: Batteries for Hybrid Electric Vehicles

1. We Don’t Want a Box of Chocolates
   Ted Miller, Senior Manager, Energy Storage Strategy & Research, Ford Motor Company
   Abstract 

   

   Vehicle electrification is a key tool in improving fuel economy via increased powertrain efficiency and energy capture. Electrification also always for energy usage optimization by shifting some loads away from the 12V bus to a high voltage bus. Central to vehicle electrification, and the acknowledged enabling technology, is energy storage. At present, and even within the coming decades, it is evident that the dominant electrified vehicle choice will be the hybrid electric vehicle (HEV). Therefore, the discussion will first consider the vehicle electrification options. Then the production HEV and its specific benefits and market attraction will be considered. Field data of production nickel/metal-hydride (NiMH) HEV batteries will be reviewed and the reliability assessed. This will provide a benchmark against which lithium ion (Li-Ion) HEV batteries evaluated. Some of the key benefits of Li-Ion battery implementation in an HEV will be considered. Finally, Li-Ion battery abuse tolerance will be discussed as a critical topic going forward. Two key battery abuse scenarios, overcharge and crush, will be assessed. A discussion of development of the potential analytic tools to assess battery abuse response will conclude the talk.

   Key topics to be covered include:

   • Vehicle electrification outlook
   • HEV technology benefits
   • Battery field test data
   • Reliability assessment
   • Benefits of Li-Ion HEV batteries
   • Battery abuse performance

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2. 48V Technology for “Mild Hybrid” Applications
   Andre Radon, Technical Development – Energysystems/ Energybalance, Audi AG
   Abstract 

   

   Continuously increasing electrical power demand in conventional cars—mainly driven by the increased electrification as a mean to reduce CO₂ emission and fuel consumption—is driving the current 12 V power supply to its limits. The vehicle manufacturers Audi, BMW, Daimler, Porsche and Volkswagen identified this subject at an early stage and prepared a first specification of the second vehicle voltage range 48 V – the LV148.

   This paper is primarily concerned with the following topics:

   • motivation for a 48 V power supply
   • LV148 – basic conditions and background for the voltage range
   • LV148 – conceptual approach for tests and test conditions for components applied in this voltage range
   • feasible configurations of the vehicle power supply system

   Supplier Specification LV148 – abstract of voltage range

   

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3. Next Generation GM BAS, eAssist, Hybrid Li-Ion Battery System
   Ronn Jamieson, Director, Gobal Battery Systems Engineering, General Motors
   Abstract 

   

   The first generation Belt Alternator Starter (BAS) system employed a 36V NiMH Battery Pack. As gasoline engines continued to improve in efficiency resulting in increased fuel economy, realizing an acceptable incremental increase in fuel economy from an alternative propulsion (hybrid) system became more challenging. The key requirements for the next generation BAS hybrid, eAssist, system were greater fuel economy, increased electric boost, lower system cost and compatibility with a wide range of existing powertrains. The resultant eAssist system would deliver approximately three times the peak electric boost and regenerative braking capability of the 36V BAS system. In order to provide the required power, 115V system voltage was required. The resultant developed eAssist battery pack using LiIon batteries had decreased mass, decreased package size, decreased cost/kWh and about 50% increase in charge power.

   OUTLINE

   • Introduction/GM Vehicle Electrification Strategy
   • First generation BAS Battery Pack overview
   • Requirements of the eAssist Battery Pack
   • Performance of the eAssist Battery Pack
   • Conclusions

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4. Li-Ion-battery for BMW Active Hybrid 5
   Peter Lamp, Manager Cell Technology, BMW AG
   Abstract 

   

   The Active Hybrid 5 is the third hybrid electric vehicle of BMW which is in series production and available on the market. In contrast to the predecessors Active Hybrid X6 and Active Hybrid 7 it is the first BMW hybrid vehicle where the battery system was completely developed and produced within BMW. This presentation outlines the characteristics of the vehicle and in particular the battery system. It also highlights some challenges and their appropriate solutions.

   • The BMW vision is to combine pure driving pleasure with high energy efficiency. The drive system achieving this target is as follows:
     • Powerful drive train with 6-cylinder Otto engine (225kW, 400Nm) supported by a electric synchronous motor with (40 kW, 210 Nm)
     • High driving performance (0 to 100 km/h in 5,9 s) combined with low fuel consumption (< 7 l/100km)
     • Full hybrid with 3-4 km electric range (max. electric speed of 60 km/h)
   • The battery system perfectly matches the vehicle requirements as well as automotive safety and lifetime standards. The quality is assured by the BMW internal development and production. Main characteristics of the battery are:
     • 96 cells using Lithium iron phosphate as cathode material
     • Battery system voltage of 317 V
     • Usable energy of about 0,6 kWh
     • High power performance of 43 kW
     • Effective cooling system with direct refrigerant cooling
     • Sophisticated battery management system
     • High level and proven safety architecture
   • The project also showed that the close interaction between vehicle, drive train and battery system can be ideally handled by an 'in-house' development due to reduced interfaces and thus fast response time.
     BMW consequently extends this strategy to all electrification projects using furthermore improved and standardized module and battery concepts.

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5. Progress of SB LiMotive Automotive Battery Technology
   Kiho Kim, Vice President, Research & Development Team, SB LiMotive Co., Ltd.
   Abstract 

   

   SB Limotive is developing various kinds of cells with different size & capacity for HEV, PHEV & EV applications. For HEV, 5Ah class cells are under development and for PHEV and EV applications, SBLiMotive is developing the cell's capacity from 20Ah to 60 Ah. For automotive applications, Li ion cells should have good rate capability, high power, good cycle & calendar life characteristics and safety at various temperatures, time intervals, current ranges and so on.
   In the presentation, I will explain the capacity, power, resistance, life and safety characteristics of SBLiMotive cells under various test conditions.

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6. Advancing Technologies for Changing Requirements; Opportunities in Lithium-Ion Hybrid Battery Packs
   Tom Watson, Vice President of Technology, Johnson Controls Power Solutions
   Abstract 

   

   The battery system in a Hybrid Electric Vehicle provides value that is inherent to fuel economy improvement. . Before Hybrid Electric Vehicles will be considered for mass adoption, advancements will need to be made as it relates to cost reduction and/or increased functionality. These advancements will include an exploration of the white spaces of vehicle electrification. The presentation will cover:

   • Spectrum of electrification of vehicles
   • Hybrid functions migrating to lower electrical power systems
   • Viable technologies to satisfy the energy storage needs

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Session 3: Advances in PHEV and EV Batteries

1. Lithium-Ion Battery for BMW Active E
   Elmar Hockgeiger, Department Manager Electrical Storage Systems, BMW Group
   Abstract 

   

   No compromises: The BMW Group has a clear sustainability strategy. As a car manufacturer, putting sustainable individual mobility on the road is one of the major challenges. In a three step approach the BMW Group is taking a giant step in this direction:

   • MINI E was the first step to understand EV customer behavior.
   • BMW ActiveE is the second step with improved battery integration in a conversion design with in-house developed and produced electric powertrain components.
   • BMW i3 Megacity Vehicle is a 'Purpose design EV' and will allow ideal integration of the electric drivetrain. The integration of the battery into the vehicle structure is a precondition for low weight and low cost solutions.

   This presentation outlines the project targets and concepts for the BMW ActiveE battery. It also highlights some basic battery concepts for future cost down solutions.

   • Project Targets for the BMW ActiveE battery:
     • In-house development and production of the electric powertrain components.
     • First approach to a modular battery kit.
     • Qualification and validation of the battery concepts and subcomponents for the BMW i3 Megacity Vehicle.
     • Further understanding of customer behavior.
   • The Battery concept of the BMW ActiveE:
     • 3 housings (tank/tunnel/front) connected via HV-and cooling lines.
     • 25 modules with 2p x 96s cells. Parallel connection on cell level.
     • Battery system voltage of 355 V.
     • Energy content of about 32 kWh.
     • High power performance up to 147 kW.
     • Battery conditioning via water cooling and heating.
     • Sophisticated battery management system in a 3 ECU Master-Slave architecture.
     • High level and proven safety architecture.
   • Future cost down measure: battery construction kit for multi project reuse:
     • Cell standardization: prismatic hard-case cell types based on VDA standard for HEV, PHEV1, EV1 and EV2 cells.
     • Modules for HEV, PHEV and EV applications with integrated CSC's.
     • ECU, connectors, degassing as identical parts in each pack.
     • Packs with high reuse of subcomponents: only housing, cooling and wiring harness is specific.
   • Summary:
     • Standardization and a modular battery construction kit is the main measure for cost reduction.
     • An ideal battery package space is a precondition for low weight and low cost battery.

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2. Battery Development for Plug-in Hybrid Vehicles
   Hiroyuki Obata, Battery Evaluation ＆ Analysis Dept., Battery Material Engineering Div., Toyota Motor Corporation
   Abstract 

   

   The upcoming Prius PHV is Toyota's first production vehicle for US to include Li-ion battery. Toyota has developed the battery and its system for the new PHV. The safety and reliability evaluation was thoroughly conducted for the launch of the vehicle. This presentation will discuss the development status of the Li-ion battery for Toyota's PHV, including results from safety testing and reliability testing.  

   • What is Plug-in Hybrid Vehicles(PHV)？
   • Advantages of PHV
   • Lithium-ion battery adopted for PHV power system
   • Toyota's safety and reliability concept for traction batteries
   • Acquiring the safety and reliability of the battery cell and pack for PHV
   • The results of the battery life verification from HV and PHV field tests
   • The introduction of new PHV

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3. Developing the EV Battery Market: Technology and Cost Challenges
   Shoichi Matsumoto, President, Automotive Energy Supply Corporation
   Abstract 

   

   • Nissan and NEC established JV as Automotive Energy Supply Corporation (AESC), automotive Lithium ion battery design and manufacturing company in 2007.
   • AESC first launched series production Lithium ion battery pack for Nissan Leaf, first volume production EV.
   • AESC battery has been applied to four volume production vehicle models today.
   • Over 40,000 battery packs has been produced to date.
   • This success has been built up with our partners' cooperation and quality-first technology development.
   • In order to expand the newly created market, AESC is trying to challenge drastic cost reduction and performance enhancement at the same time.

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4. High-Performance Lithium-Ion Batteries for Electrified Vehicle Applications
   Takefumi Inoue, Manager Engineering Department, Lithium Energy Japan
   Abstract 

   

   GS Yuasa and its manufacturing subsidiaries, Lithium Energy Japan (LEJ) and Blue Energy Ltd. (BEC), have been competent to proceed wide-range development and commercial mass production of large-size Li ion cells for electrified vehicles.

   Various models of prismatic-type cells have been developed by GS Yuasa for application of EV, HEV and PHEV. The cells have been flexibly designed so that the cells fulfill each specific requirement by applying our characteristic cell format such as solid mechanical structure as well as best matching among the cell components. The performance of those cells has been evaluated in tests required for automotive use such as input/output capability of power and energy in various ambient conditions, life time under storage or cycling, robustness and safety in abuse cases, etc. Moreover, future technologies providing further improvement of cell performance have been also investigated in terms of higher energy, longer life, better safety and greater stability.

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5. Infrastructure and Logistics in Support of Plug-in Vehicles
   Mark Duvall, Director, Electric Transportation and Energy Storage, Electric Power Research Institute (EPRI)

Session 4: Battery Pack Components and Integration for Electrified Vehicles

1. Functional Architecture of Modular High-Voltage Batteries
   Michael Keller, Lead Energy Storage, Volkswagen AG
   Abstract 

   

   The development of electric vehicles involves high challenges because of the short development time, the high degree of innovation and the increasing number of vehicle projects. To face these challenges modular concepts have significant advantages relating to development costs and time. The intention of the modularization is to divide a system in standardized functional subunits. This allows the usage of these modules in different projects with significantly reduced amount of development and testing. In classical approach of the development the system is optimized for a single project but this approach of development is not useful for parallel development of different vehicles.
   The modularization of requirements leads to cell modules with a standardized number of cells and the module Cell Management Controller (CMC). The high voltage contactor and the fuse are combined in the Battery Junction Box (BJB). The control of the high voltage battery takes place in the Battery Management Controller (BMC). The numerous functions of the BMC can be modularized on software and functional level equal to the hardware modularization. Single functional software modules with standardized interfaces can be used in different vehicle projects. This approach has additional advantages compared to the requirements engineering for example the automatic and error-cleaned knowledge transfer to new projects or new suppliers.

   1. Modular strategy of automobiles
   2. System architecture of High voltage Batterie Systems
   3. Modulare BMS architecture
   4. Modular HW components
   5. Modulare BMC Software architecture
   6. Conclution

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2. Thermal Management of Li-Ion-Batteries – System Requirements, Concepts and Optimized Component Solutions
   Christian Pankiewitz, Senior Manager System Development, SB LiMotive
   Abstract 

   

   Thermal Management of Li-Ion-Batteries – System Requirements, Concepts and Optimized Component Solutions

   Thermal management is one essential function to guarantee lifetime and availability of Li-ion battery systems in automotive applications. This article will

   • explain the motivation and requirements for battery thermal management in different applications,
   • introduce fundamental concepts and show their integration into the vehicle,
   • derive key performance indicators (KPIs) based on the main functions and characteristics of the tempering system,
   • use the KPIs to evaluate the suitability of different thermal management concepts dependent on the specific requirements of the applications,
   • explore trends for thermal management driven by advances in battery technology,
   • look on requirements and concepts for optimizing thermal components of the battery.

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3. A Comparison of Lithium-Ion Cell Cooling Methods
   John Burgers, Advanced Product Technology Manager, Dana
   Abstract 

   

   Choosing between Air and Glycol as working fluids to cool Lithium Batteries and deciding which surfaces to cool is a matter of current and ongoing development in Automotive traction batteries. The presentation illustrates how analytical thermal models can be generated which are computationally efficient compared to finite volume or finite difference methods and offer greater insight into three screening criteria of temperature uniformity, maximum temperature rise and the thermal time constant. Battery designers and automotive thermal engineers are presented with a comparison insight into two popular means of battery cell cooling each operable with air or glycol on a representative battery cell.

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4. Affordable Batteries for Future xEVs
   Uwe Wiedemann, Product Manager, Global Competence Team, AVL List GmbH
   Abstract 

   

   Smart Module and Pack Design for…
   
   … Safety:

   • improved structural integrity
   • optimized thermal management
   • IPxx protection and service security
   • cell venting system

   
   … Cost:

   • Mass production oriented production methods and materials
   • optimized design, i.e. reduced part count, integration of additional functions to components, self locating
   • minimal numbers of fasteners; same size, same tool, same orientation

   
   … Manufacturability

   • design for automation, i.e. ease of assembly
   • optimized sub-assembly process

   
   … Reliability:

   • BMS control strategy and thermal management
   • cell fixation, clamping, swelling compensation engineered for individual cell requirements
   • joint integrity

   
   … Recyclability:

   • ease of disassembly
   • use of single and easy to recycle materials

   Close Abstract
5. Simulation and Virtual Product Development of Batteries
   Sandeep Sovani, Manager, Global Automotive Strategy, Ansys, Inc.
   Abstract 

   

   • An EV/HEV battery is a very different product from those that automotive companies and suppliers are familiar with, and therefore, unusually challenging to develop. There are three major differences
     • Multiphysics – The variety of different physical phenomena occurring inside a battery and affecting its performance, is far greater than that for traditional auto components. Just to name a few, the prominent physical phenomena in a battery are – electrochemistry, fluid flow, heat transfer, electric fields, structural stresses, plastic deformations, electromagnetic fields, etc. Moreover, all these physical phenomena are tightly coupled and interdependent.
     • Multidomain – The battery is a distinctly multi-domain product, with key physical phenomena happening in multiple, tightly interconnected domains ranging from the molecular material level, to electrode level, to cell level, to module level, to pack level and to the entire powertrain level. Unlike other auto parts and systems, the unique peculiarity of a battery is that these phenomena are unusually tightly interconnected in a battery.
     • Multifold – Battery technology is still in a state of great flux. There is very little prior knowledge on large format batteries and, therefore, almost every aspect of the battery is a variable including fairly basic aspects such as electrode materials, cell shape and pack architecture. As a result battery designers have to deal with a multifold of options in deciding each aspect of the battery, with scant prior knowledge to guide them.
   • Simulation and virtual product development has long been used in automotive product design, but since batteries are drastically different from traditional auto parts, old simulation methods do not readily apply to batteries and simulation methods that follow new paradigms need to be used. To handle the three distinctive aspects of batteries listed above, first, the simulation software needs to have high-end multiphysics simulation capability, with advanced solvers such as fluid flow solver, structural mechanics solver, electromagnetic solver, etc. Secondly, the software also needs to provide the ability to simulate multiple physical domains in simultaneous co-simulation – for instance, solving electrode level electrochemistry in conjunction with cell and module level heat transfer – or provide efficient ways to extract reduced order models of one domain that can be seamlessly integrated into the simulation of higher level domains. Thirdly, through automation the software needs to provide the ability for extensive automated design exploration, so that numerous different design variables and options can be extensively tested.
   • The current talk mainly presents several battery simulation case studies to illustrate these new simulation paradigms.

   Close Abstract
6. Battery Management Electronics to Meet Automotive Requirements
   Bob Shoemaker, Systems Engineering Manager, Texas Instruments, Inc.
   Abstract 

   

   • Design Goals for Automotive Battery Management Systems (BMS)
     • Safety
     • Reliability
     • Requirements for Electronic Components
     • Cost Tradeoffs
   • ISO26262 Considerations
     • ASIL requirements
     • ASIL level directly impacts costs
     • Example(s)
   • BMS Performance Criteria
     • Measurement accuracy
     • Samples per Second
     • Communications to Host
     • Active or Passive Cell Balancing Choices
   • Battery Management System IC Selection
     • Assumptions
     • Number of channels per IC? 6-8-12-16
     • Cost per channel
     • Comparing IC's with built-in secondary protectors vs 2 IC approach
   • Selecting Other Components
     • Discretes
     • FET's
     • Wiring & Connectors
   • Block Diagram and Schematic Tour
     • System Block diagram
     • BMS Schematic Tour

   Close Abstract

Session 5: Battery Technology for Heavy-Duty and Commercial Hybrids

1. Session Introduction
   Kevin Beaty, Manager, Global Operations and Strategic sourcing Hybrid Power Systems Division, Eaton Corporation
2. Battery Systems for Navistar HEVs / EVs / PHEVs
   Brian Conway, Electrical Energy Storage Functional Expert, Navistar
   Abstract 

   

   Navistar is a medium-duty and heavy-duty truck OEM with several vehicles in production with electrified powertrains. This presentation will include an overview of Navistar's HEV/EV/PHEV products, a specific overview of their lithium-ion battery systems, and a discussion of key issues faced when developing batteries for hybrid and electric medium and heavy duty trucks.

   The first vehicle covered will be Navistar's EStar electric van which achieves over 100 mile EV range on a single charge and features an 80kWh battery pack provided by A123 Systems. The electrified drive system on EStar is rated at 70kW and the vehicle also features high-voltage power steering and HVAC systems as loads on the battery system. The vehicle has a GVWR of 12,000 pounds.

   The second vehicle covered will be either Navistar's class seven plug-in-hybrid school bus or class five hybrid medium-duty truck.

   Close Abstract
3. Battery Packs Systems for Chinese Electric Buses
   Denise Gray, Vice President, Atieva Inc.
   Abstract 

   

   • China Market Opportunity
     • Automotive Market
     • Cleaner air solutions
   • China Bus Industry Needs
     • Business Case
     • Total Cost of Ownership
     • Support of Local Manufacturers
   • China Bus Battery Pack System Requirements
     • EV
     • PHEV
     • HEV
   • Can the China Market Lead the Global Market?
     • Engineering Resources
     • Vertical Integration
     • Price pressures
     • Low cost solution innovativeness
     • Redefine the speed of refinement
     • Sources of raw material

   Close Abstract
4. Battery Financing for Fleet Electric Vehicles
   Jeff Kessen, Director, Global Marketing, A123 Systems
   Abstract 

   

   As battery prices decline, the payback on electrified vehicles is improving but not yet below the threshold of the mainstream market. To spur market adoption, various battery financing alternatives are being explored, especially in the commercial vehicle sector. This presentation will explain why the commercial truck sector is the focus of this activity and assess which approaches to battery financing are most likely to succeed.

   • Economics of commercial EV fleets without battery financing
   • Battery financing models:
     • Leasing with residual value from secondary use
     • Income from grid usage of stationary vehicles
   • System differences between transportation and grid energy storage
   • Balancing of first and second use requirements
     • Matching of duty cycle and other technical requirements
     • Balancing of economic interests
   • Conclusion and outlook

   Close Abstract
5. Traction Battery Requirements and Solutions for Trams
   Michael Meinert, Head of Energy Storage Systems, Siemens AG
   Abstract 

   

   Energy efficiency is the key to innovative railway systems. Energy Storage Systems (ESS) are one contribution which increases the energy efficiency while reducing overall energy consumption as well as the visual impact of a modern streetcar system.
   The use of ESS on trams and streetcars can avoid using the catenary's system entirely along segments of the track. This system helps to reduce the daily and overall system energy because it 'recycles' the vehicle's braking energy then stores it for later usage by the propulsion and other necessary vehicle auxiliary loads.
   Less energy consumption leads to lower CO₂ and "greenhouse gas" emissions. Reduced "visual impact" leads to an appropriate integration of Light Rail Vehicles (LRV) into the already existing infrastructure. Therefore a participation in environmental protection and "smooth" integration of newly established LRV-systems is guaranteed.
   In summary the advantages are:

   • Reduction of expensive line-side peak power,
   • Environmentally compatible solution
     • Reuse of braking energy,
     • Reduced overall energy consumption,
     • Reduced CO₂ and "greenhouse gas" emissions
   • Smooth" integration into the already existing infrastructure to establish environmentally-friendly public transport.

   A Hybrid Energy Storage (HES) system containing Double-Layer Capacitors (DLC) and a traction battery ensures both operations – energy-efficient and catenary-free operation in one system.
   All physical and operational requirements demand a high power and energy throughput as well as a high level on safety form the ESS. Experience with the HES-system used on a tram of the Portuguese operator Metro Transportes do Sul (MTS) south of Lisbon in revenue service since November 2008 indicates that the NiMH-technology is limiting the distances of the catenary-free operation.
   Lithium Ion-technology seems to be the key to fulfill the severe requirements derived from tram application in the future.

   Close Abstract
6. Battery R&D Efforts of SK Innovation for xEV Applications
   Myounggu Park, Manager, Advanced Battery Development, SK Innovation, Co., Ltd.
   Abstract 

   

   The freedom of human mobility has been increasing in accordance with the advancement of automotive technologies (especially internal combustion engines) although, from a simple historical retrospection of important historical events in the electrical vehicle and battery fields, it is obvious that batteries and internal combustion engines are competing but combining together in a way to complement each other. However, in the wake of global environmental concerns, which is the real driving force for pure electric vehicles, the time has come for scientists and engineers to think seriously about new drivetrains for future transportation - i.e. revolutionary battery systems. Because the driving range has always been at the center of the EV problems, which dampen and tarnish the merits of EV, new battery systems are required to provide passengers with the equivalent driving range of today's common cars. In the current discussion we are going to talk about R&D efforts of SK Innovation regarding future EV battery technologies with additional support from our research partners.

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