AABC Europe 2016
25-28 January 2016
Automotive Battery ConferenceAdvanced Automotive Battery Technology, Application & Market
Wednesday, 27 January and Thursday, 28 January 2016
Track 1: High-Volume Automotive
Advanced Automotive Battery Conferences
AABC Europe 2016 – Automotive Symposium
Wednesday 27 January 2016
| || || ||Session 1: xEV and Industrial Battery Market|
(Joint session with Track 2: Industrial and Specialty Automotive)
The automotive and industrial markets present great opportunities for developers of advanced high-energy batteries. Battery requirements vary with the applications, offering openings for multiple technologies. In this session we will discuss the development of the hybrid and electric vehicle and battery markets and the prospects of advanced batteries in the traditional industrial battery market, while assessing market drivers, competing technologies, and technological and commercial challenges.
|9:00||-||9:05||Chairperson’s Opening Remarks|
Dr. Menahem Anderman, President, Total Battery Consulting, Inc.
|9:05||-||9:25||Development of the New Prius|
Michael Lord, Executive Engineer, Toyota Motor Engineering & Manufacturing, NA
|9:25||-||9:50||Current Situation Regarding xEV-Batteries in the Chinese Market and Future Outlook|
Dr. Mark Lu, Certified Senior Industrial Analyst, Industrial Economics & Knowledge Center (IEK), Industrial Technology Research Institute (ITRI)
In 2013, Chinese xEV sales were 17,642 units. This figure grew by well over 300% in 2014, making total sales of 74,763. In the first half of 2015, total sales were 78,500, and it is predicted total sales will top 210,000 by the year end. This growth in demand continues to constitute an equivalent growth in the demand for batteries, which has attracted overseas battery manufacturers, such as Samsung SDI, LGC and Boston Power. As the result of this increase, the Chinese government introduced some guidelines regarding eligibility for subsidies. These guidelines have changed the dynamics of the companies in the market. Therefore the purpose of this presentation is to allow the audience to see the scope of the market, recognize the leading companies, understand the changes in dynamics and receive suggestions on entering the market. This presentation will focus on the following areas:
- The current Chinese xEV sales, leading OEMs and models in 2015
- The market scope of Chinese xEV batteries by different segmentations (passenger car/E-Buses, PHEV/BEV)
- An overview of the leading companies in the market
- An introduction of the new guidelines issued by the Chinese government
- Changes in the dynamics of the companies in the market
- Suggestions for overseas companies wishing to enter the Chinese market
|9:50||-||10:10||Present Status and Future Outlook of LiB Materials Market|
Sachiya Inagaki, Industrial Technology Unit, Yano Research Institute, Ltd.
In this seminar, I am intending to mainly talk about the market overview, manufactures and technical trends of the four major LIB materials, namely, cathode, anode, electrolyte solutions and separators which largely determine the specifications of LIBs, and about how they are related to the overall LIB market trends. I will also make some recommendations about how LIB material manufacturers should cope with the ever-changing and diversifying market needs.
|10:10||-||11:00||Coffee Break with Exhibit & Poster Viewing |
|11:00||-||11:40||xEV Industry Advances: Technology and Market|
Dr. Menahem Anderman, President, Total Battery Consulting, Inc.
No longer able to meet the tightening government emission regulations with conventional diesel and gasoline engines, automakers will commence rapid expansion of their xEV offerings starting in 2018. Without clarity regarding the customers’ appetite for these vehicles, developers are spreading their bets on multiple architectures—mild and strong hybrids, plug-in hybrids, battery and fuel-cell electric vehicles—striving to meet the regulations at a cost they can pass to their customers. The technical success of the first generation of Li-Ion-powered xEVs, which have now been up to 6 years in the market, forms a good basis for the development of 2nd-generation technology. As xEV volume expands, the batteries’ energy density must increase to ease battery packaging in the car, and their cost must drastically come down to make the xEVs affordable to customers. The technical challenge for battery developers then is to enhance performance and reduce cost while maintaining or improving durability, reliability, and safety.
In this presentation, electrified-vehicle market and battery technology and market development from micro-hybrids to full EVs will be discussed, including:
- xEV Market drivers
- Battery-technology progress as enabler
- xEV market
- xEV-battery market
|11:40||-||12:05||xEV Market Trend and its Impact on Battery Business|
Sakuto Goda, Group Manager, Nomura Research Institute
The xEV and battery markets have experienced healthy growth during these 5 years. Now the markets are facing the new market phases and uncertainty. The markets will be driven by regulations for xEVs, but they are still unclear due to unexpected issues; besides, there are a lot of potential new entrants in xEV markets: entrants from different industries, fuel cell electric vehicle, and new customers in emerging countries which will be “long tail” customers. Battery suppliers should be flexible, establish robust strategy or be specialized to penetrate these new customers or competitors. This presentation includes:
- What was the market development in 2014?
- What will be the drivers for xEVs and batteries?
- What should be the market development in the future?
- What are the key factors for success in the future?
|13:30||-||14:15||Dessert Break with Exhibit & Poster Viewing|
| || || ||Session 2: Energy Storage for Low-Voltage Hybrids|
Multiple energy-storage requirements for the wide spectrum of hybrid-vehicle architectures create opportunities for multiple cell chemistries and system designs. In this session, automakers will present vehicle development and energy-storage requirements for micro- and mild-hybrid vehicles, and energy-storage developers will present the latest achievements in meeting the requirements of the various low-voltage architectures.
|14:15||-||14:20||Chairperson’s Opening Remarks|
Dr. Eckhard Karden, Technical Expert, Ford Research Aachen
|14:20||-||14:40||Energy-Storage Solutions for Advanced 14V Systems|
Christian Mondoloni, Specialist, 12V Storage System Components, PSA Peugeot Citroen
Advanced storage system solutions are necessary to cover the increasing level demand of car micro-hybridization. CO2 reduction emission Corporate Average Fuel Economy targets expected beyond 2020 are not covered by basic “microhybrid” cars with internal combustion engine, simple energy recuperation and STOP/START functions and equipped with a single EFB or AGM lead acid starter battery. The presentation will remind the upper level car requirements for “microhybrid” and advanced “microhybrid” cars at the electrical power system and how they can be addressed through different electrical architectures and associated storage system solutions to cover SLI + microhybrid functions:
Replacement opportunity (mass reduction) or necessity (lead banishment risk if lead exemption as part of End of Life Vehicle European directive is abandoned) of single lead acid by single Li-ion drop-in SLI functions will be also discussed.
- Advanced single lead acid
- Dual lead acid
- Lead acid / Li-ion
- Lead acid / Ultra-capacitors
|14:40||-||15:00||Valeo Mild Hybrid Solution: Interactive Behavior and Benefits Analysis in a 12+12V Battery Architecture|
Yejin Jin, System & Hybrid Integration Department Manager, Valeo
In order to reach Europe CAFE 95g/km target in 2021, Valeo leads the development of whole panel of e-machine solutions in Low Voltage as well as in High voltage. Among these solutions, 12+12V architectures attract strong attention from the market thanks to its significant CO2 reduction potential versus highly interesting cost. Still, the cost competitive solution is not free of technical challenges.
This presentation will illustrate the challenges that we face in 12+12v system architectures and some key technical elements of Li ion / Pb battery that are judged to be necessary to succeed in mild hybridization in 12V.
- 12+12V benefits
- Challenges for the vehicle system
- Challenges for the battery
- Conclusions and key requirements for 12+12 battery
|15:00||-||15:20||Potential of Low Voltage Power Supply Systems for Upcoming Vehicle Applications|
Dr. Andre Körner, Leader, Advanced Development for Energy Management, Hella KGaA Hueck & Co.
|15:20||-||15:40||Advanced Lead Acid for 14V Applications|
Dr. Christian Rosenkranz, Vice President, Engineering EMEA, Johnson Controls, Inc.
|15:40||-||16:30||Refreshment Break in the Exhibit Hall with Poster Viewing |
|16:30||-||16:50||Performance Advances in Flooded Type ISS Battery with the New Separator Design (Gen.3)|
Tetsuro Okoshi, Researcher, Hitachi Chem. Co., Ltd.
The idling stop system (ISS) vehicle is quickly expanded for the correspondence to increasing fuel consumption regulation. EFB which shows high charge acceptance compared with VRLA is expected to expand market share from perspective of fuel consumption improvement in the future. In order to meet the fuel consumption improvement demand of the ISS vehicle, Hitachi chemical has been continued technical improvement of EFB. New technology such as new separator design was adapted to Gen.3. Because the new separator design prevented acid stratification in charge-discharge cycles, Gen.3 was improved in durability greatly to Gen.2. As a result, Gen.3 showed equal durability to VRLA under general pattern in Europe where high durability is demanded. Furthermore, Gen.3 showed high charge acceptance compared with VRLA. From a result of simulation, it was showed that fuel consumption improved with improving charge acceptance. It is expected that Gen.3 will meet the demands of durability and charge acceptance in the Europe market. In order to meet the higher fuel consumption demand, the technical development of durability and charge acceptance will be continued. These issues include:
Development of Gen.3 (EFB)
- Background to expansion of ISS vehicle
- Demands of EFB
Specification and performance evaluation of Gen.3 (EN type)
- Purpose of new type separator design
- Principle of new type separator design
- Evaluation results against generally pattern in Europe
|16:50||-||17:10||Li-Ion Battery for 48V Applications|
Matthias Schneider, Technical Project Manager, 48V Li-Ion Battery, Audi AG
Audi AG is developing a 48V power supply to cover the upcoming demand of more energy and power in the vehicle structure. There could be new functions integrated on a 48V power supply, that would help to reduce the emission of a vehicle and offer some new features to the costumer. A powerful and lightweight 48V battery is necessary to provide the relevant power and energy. Therefore AUDI AG is developing a 48V lithium-ion battery. This battery is developed under the aspect of the module strategy of the Volkswagen group and can be used in several different platforms of the MLBevo and MQB architecture. The battery is integrated into different 48V concepts such as electrical superchargers or mild hybrid electrical vehicles (mHEV).
There will be a challenge to integrate the battery into more platforms and concepts with different requirements in power and energy demand in the near future. Therefore it’s necessary to develop new strategies for 48V lithium-ion batteries such as increasing of the temperature performance, higher safety features or scalable module concepts.
This presentation illustrates steps during development to cover different requirements within the Volkswagen group, examines some key figures of the development and give a forecast of near future strategies for 48V lithium-ion batteries.
48V System overview in aspect of power and energy demand
Key figures of battery development
- Presentation of current development status of 48V power supply
- Energy and power requirements for 48V lithium-ion battery
Near future strategies for 48V lithium-ion batteries
- Module strategy of Volkswagen group
- Melting pot of requirements
- Increase battery performance esp. for temperature and safety
- Identifying possible concepts for scalable modules
|17:10||-||17:30||Supercap-Based Storage Systems for Transient High-Power Loads|
Christian Brosig, Director, Sales & Key Account Management, Fahrzeugelektronik / Automotive Electronics, Eberspächer Controls Landau GmbH & Co. KG
The power supply for new electric function is playing a central role in the development of future vehicles. When designing customized power supply solutions for new electric functions and its related transient loads a compromise between energy and power density has to be made. Moreover technical challenges like functional safety of the system have to be considered to secure the stability of the electrical system and availability of safety relevant functions. System complexity is driven in addition to that by different voltage levels and board net topologies that are applied for new electric transient loads. Depending on the power demand EDLC storages (Electric Double Layer Capacitor) solutions at different voltage levels can offer several advantages. For the target applications power supply and recuperation there are different cell solutions available. Besides Li-Ion cells there are currently especially EDLCs that are applied for these kind of applications. EDLC describes electrochemical capacitors with carbonate electrodes whereas related Li-Caps have special electrodes that exhibit both significant double-layer capacitance and pseudo-capacitance.
The advantages of this technology are the low ESR (Electrical Series Resistance) which is almost stable over the whole temperature range resulting into high power density, high availability and low losses. Further advantages are life endurance and capability for cyclization having a positive impact on the total cost of ownership. With further improvements in capacity and power density DLC or Li-Cap based storage systems will be part of the further electrification of functions whether it is for conventional vehicles with combustion engine, mild hybrids or even PHEVs.
|18:00||-||19:30||Networking Reception with Exhibit & Poster Viewing|
| || || ||Session 3: High-Voltage xEV Battery Technology|
Lithium Ion is the predominant battery technology to power the expanding plug-in hybrids and all-electric vehicles. Cell chemistry and mechanical design vary among developers as they try to balance safety, durability, performance, and cost to improve the value proposition of the technology. In this session, EV/PHEV/HEV vehicle and battery developers will discuss the chosen battery designs and present performance data.
|9:00||-||9:05||Chairperson’s Opening Remarks|
Dr. Arnold Lamm, Head, High Voltage Battery Systems, Daimler AG
|9:05||-||9:25||Battery Systems for Volkswagen e-Golf EV and Golf GTE |
Dr. Matthias Ullrich, Traction Battery Technology Development, Electric/Electronics, Volkswagen AG
Volkswagen has released two electrified versions of its popular compact vehicle, the Golf. The e-Golf is a pure electric vehicle (BEV) with a range of 190km (NEDC). It features a 85kW electrical engine and a 24 kWh battery pack. The Golf GTE is a gasoline plug-in hybrid vehicle (PHEV) with an pure electric range of 50km (NEDC). The 8.8 kWh battery pack powers the 75kW electrical machine. Long range mobility is provided by the 110kW gasoline TSI engine. Both vehicles share a conversion design of the original Golf platform. Moreover for both cars the same battery cells and similar cell modules have been used. The presentation introduces the battery systems of e-Golf and Golf GTE with respect to mechanical, electrical and thermal design. Key performance figures will be presented.
|9:25||-||9:45||First Field Experiences of Mercedes-Benz Plug-in Hybrids|
Dr. Tobias Handschuh, Team Leader, Hybrid Batteries, Daimler AG
|9:45||-||10:05||Li-Ion Battery for Audi Q7 PHEV|
Thomas Glass, Technical Project Manager PHEV Battery Q7, Audi AG
The Audi Q7 e-tron quattro is sporty, comfortable and at the same time highly efficient. The world’s first TDI plug-in hybrid with quattro drive, it is also the first plug-in hybrid with a diesel engine from Audi.
Like all Audi hybrid models, the Q7 e-tron quattro has also been designed as a parallel hybrid. The lithium-ion battery consists of 168 high-quality battery cells and is fluid-cooled. With a capacity of 17.3 kWh, it allows a 56 kilometer (34.8 mi) range in electric mode.
In this presentation the battery system of the Q7 e-tron Quattro will be introduced, which has several features combined to an highly efficient, highly modular and very safe battery system.
1. Overview of the battery system
- Mechanical Overview
- Advantages/disadvantages of 1p and 2p systems
3. Safety features of the Q7 PHEV battery
- Modular set part concept
- SW Architecture
- Advantages of standard automotive communication
|10:05||-||10:50||Coffee Break with Exhibit & Poster Viewing |
|10:50||-||11:10||The Future of EVs and Fast Charging at 800V|
Dr. Christian Jung, Development Engineer, Porsche AG
Most of today’s electric vehicles show a realistic electric range of less than 200 km - enough for most of the daily drives. Nevertheless experience shows that this approach doesn’t satisfy all customer expectations. The success factor for e-mobility is an electric range comparable to ICE vehicles in combination with comfortable and fast charging.
These demands can be met by implementation of the 800 Volt technology. Based on motor sport experience, Porsche started to transfer this technology into series development. Thereto some components have to be adjusted, 800 V infrastructure must be rolled out and standards have to be expanded. This presentation discusses advantages and the strategic importance of this innovation.
Advances in High-Energy Density Lithium-ion Polymer Battery for PHEV & EV
Dr. Seungdon Choi, Research Fellow, LG Chem, Ltd.
Among xEV’s (HEV, PHEV & EV), major portion of demand has been on HEV so far, even with many efforts by battery & car industries. However, it is predicted that future xEV market growth will be led by PHEV and EV demand. This growth will be realized by several factors like improved battery technology, stronger vehicle performance, better infrastructure and so on. This presentation will cover especially on the recent improvement of high energy battery technology which is one of major enabling technologies for future PHEV & EV market.
There are two directions for PHEV cell development. One is higher energy density to increase EV driving range & the other is higher power density to increase performance.
In case of EV, there is clear demand to achieve quick charging capability while maintaining high energy density (equivalent to > 300miles, Long range EV)
- Introduction of LG Chem’s Automotive Battery Business
- Product line-up for xEV under mass production
- Mass production history
- High energy battery development for PHEV
- Higher energy density PHEV cell development
- Higher power density PHEV cell development
- Development roadmap
- High energy battery development for LREV
- Long range (>300miles) EV cell development
- Quick charging EV cell development
|11:30||-||11:50||Li-Ion Batteries for Electrified Mobility - Quo vadis?|
Mario Kustosch, Robert Bosch Battery Systems Gmb
The market success of electrified mobility (eMobility) is driven by megatrends such as energy efficiency as well as the availability of infrastructure, user experience, business models and the performance of technology. The battery will make up more than 70% of the battery electrical vehicle`s powertrain weight, volume and cost. This is why Bosch considers the battery as core element for the success of eMobility. This presentation gives a detailed analysis of available cell technologies with respect to the key performance indicators, such as driving range, energy density and costs. The future battery requirements can only be achieved by optimizing the battery as a system. This optimization starts from the cell and continues with mechanical integration, battery control, standardization, etc. The lithium ion technology cells (LIT) still have a significant room for improvement. Nevertheless the next generation of automotive cells, so called post lithium ion technology cells (PLIT), will contribute with a further increase in energy density and decrease in production costs. The presentation concludes with an outlook if and how the change from LIT to PLIT will happen.
|13:00||-||14:00||Dessert Break with Exhibit & Poster Viewing|
| || || ||Session 4: Battery-Charging, Transportation, and Recycling/Reuse|
(Joint session with Track 4: Industrial and Specialty Automotive)
In this session, EV and infrastructure developers and related stakeholders will discuss plans to address the technological and commercial challenges associated with vehicle electrification, including: charging technology, grid integration, transportation, maintenance, secondary use, and recycling.
|14:00||-||14:05||Chairperson’s Opening Remarks|
Dr. Juergen Hildinger, Team Leader, Advanced Development, Cell Technology, BMW
|14:05||-||14:25||AC or DC? Fast or Slow? Charging EVs in Germany|
Dr. Fritz Rettberg, Head of E-Mobility,
ie³ Institute of Energy Systems, Energy Efficiency and Energy Economics, Technical University of Dortmund
In order to reach the goal of national governments to reduce the CO2 emission, the change from fossil mobility to electric mobility can be a mighty measure if Renewable Energy Sources (RES) are used for charging the electric vehicles (EV). A successful change needs charging infrastructure with special requirements. On the one hand the needed energy has to be generated by RES on acceptable costs and on the other hand charging infrastructure that connects the EV’s batteries in a secure and sufficient way with the power grid has to be available comprehensively. Therefore, it is necessary to make a distinction between technologies and standards for public, semi-public and private charging spots. In addition, a regulatory framework is needed that allows business models with respect to the flexible use of the EV’s batteries by intelligent charging processes. The presentation will discuss current approaches of charging infrastructure and business models in Germany and will shed some light on the recommendations of the German National Platform for E-Mobility (NPE).
|14:25||-||14:45||Current Status and Outlook of Standardization for Wireless Electric Vehicle Charging Systems|
Dr. Sebastian Mathar, Senior Engineer, Qualcomm
Currently, several national and international standardization bodies are dealing with Wireless Electric Vehicle Charging (WEVC) systems. On international level, IEC (International Electrotechnical Commission) has established a project team to develop an International Standard (IEC 61980) for WEVC. Due to the nature of all IEC work, this standard focuses on the specification of the infrastructure-side components. As a counterpart, ISO (International Standardization Organization) is currently developing a Public Available Specification (PAS 19363) for all WEVC vehicle-side components. SAE (Society of Automotive Engineers) is developing a WEVC Technical Information Report (TIR J2954), which will cover both the infrastructure and the vehicle side.
In this paper, the current situation in the above-mentioned standardization committees is discussed with regard to several key parameters that are vital for ensuring interoperability. Examples for such parameters include the reference coil types, the system operation frequency and technologies used for detecting foreign objects which might heat up when placed on the base pad. Furthermore, the current status of standardization with regards to EMC is summarized. Finally, an outlook for the future work of IEC, ISO and SAE is provided.
|14:45||-||15:05||Air Transport Regulations for Lithium-Ion Batteries and the Impact on the Automotive Market|
David Brennan, Assistant Director, Cargo Safety and Standards, IATA
As the automotive industry expands the production of hybrid and all-electric vehicles powered by lithium-ion batteries the demand for the industry to be able to move these lithium-ion batteries by air will increase.
Currently though any air transport of a lithium-ion battery with a mass in excess requires an approval from the civil aviation authority of the State (country) in which the battery will be loaded onto an aircraft, and the carriage of these batteries is restricted to all-cargo aircraft.
These conditions limit the movement of large-format automotive lithium-ion batteries and place potentially significant delays and obstructions to the timely movement of these batteries.
This session will look at the current air transport regulations; the safety considerations and concerns around the air transport of lithium-ion batteries, and what opportunities exist to make the transport of large automotive lithium-ion batteries more routine.
|15:05||-||15:20||Coffee BREAK |
|15:20||-||15:40||Battery Safety Considerations During Storage, Transportation and Disposal|
Jüergen Garche, General Manager, FCBAT Germany
The energy of a Li-ion cell is in average about 3,250 kJ/kg. About ¼ of this energy is related to electrochemical energy (chemical energy convertible into electrical energy via normal use or short circuit) and ¾ to thermal energy (chemical energy convertible only in thermal energy released at suitable stimulation; e.g. short circuit). The main safety related events are overcharge, external heating, external and internal short circuits, and mechanical deformations of the cell/battery case.
The lecture will give an overview about
- How would be triggered this thermodynamically risk in the field
- How to manage this thermodynamically given risk by proper design of cells, batteries and battery applications
- Safety relevant triggers which occur during transportation and storage, as external heating, external and internal short circuits, and mechanical deformations. Measures which can prevent them (e.g. reliable and low flammable packaging, thermal barriers) and transport related standards (e.g. UN 38.3) are described.
- Safety relevant triggers which occur in the disposal phase of the cell/battery, as external heating, external and internal short circuits, and mechanical deformations as well.
- Proof whether the cell/battery is defective (not all functions properly) or damaged (loss of physical integrity). Defective batteries with capacity ≤ 80 % of the nominal value (end-of-life by definition) could be still used in lower demanding applications, e.g. stationary storage in PV houses. Damaged batteries and defective batteries with << 80 % capacity and other malfunctions have to be recycled.
- Reduction of safety risks before the recycling process (including transport) by de-energizing the battery.
|15:40||-||16:00||Battery Recycling and the Corresponding Potential Environmental Impacts|
Willy Tomboy, Director, Recharge Batteries
Batteries in the EU are regulated by the Batteries Directive 2006/66/EC. The main objectives of this Directive is environmental protection, respecting the waste hierarchy, and ensure the single European market functions properly by harmonized measures.
Since the time of the preparation of the Directive in 2005, the implementation in 2008, and today’s situation, the market for batteries has drastically changed by a fast growing market of rechargeable lithium-ion battery technologies, by a diversification of chemistries, by a multiplication of applications, and by an increased energy content of these batteries.
In the EU Commission Circular Economy Package, batteries and recycling and environment play a significant role. Issues such as extended producer responsibility, extending the product life (re-use and second use), quality of the recycling processes, safety and health and protection of stakeholders handling batteries in production, transport, storage, use, end-of life are being addressed, also in the product environmental footprint, where the reduction of environmental impacts thanks to recycling has been calculated.
The real environmental impact, however, may arise from the fraction of batteries that is not taken-back or collected for recycling or being re-used, that is (il)legally exported and processed without the use of adequate technologies...
|16:00||-||16:20||Battery Second Life: Redefining the Value Proposition for Stationary Battery Energy Storage Systems|
Melissa Bowler, Technical Project Manager Stationary Battery Storage Systems and B2L, BMW
Innovation is the development or redefinition of value in a new or changing environment. BMW i is an innovative new approach to mobility that is necessary due to the developing context of the world around us. Through the use of integrated services to complement purpose built electric vehicles, the BMW Group has worked to redefine the value proposition of a vehicle to enable a more sustainable form of individual mobility. Through the development of the revolutionary i3 and i8 electric vehicles, it was determined that a conversion was an inefficient partial solution to the challenges of vehicle electrification. To date our experience with Battery Second Use and the use of EV batteries in a stationary application has proven to be no different. Simply using EV batteries in a stationary battery system is novel. Leveraging the USPs of an EV Battery System to realize a higher level of value over the lifecycle of both stationary and mobile applications is revolutionary. This talk will discuss the optimizations and potentials EV Batteries can offer to the stationary storage market.