Drive circuitry of an electric vehicle enabling rapid heating of the battery pack at low temperatures

Li, Yalun; Gao, X. L.; Qin, Yudi; Du, Jiuyu; Guo, Dongxu; Feng, Xuning; Lu, Languang; Han, Xiao; Ouyang, Minggao

doi:10.1016/j.isci.2020.101921

Cited by 31 publications

(11 citation statements)

References 37 publications

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“…Li et al. ( Li et al., 2021c ) polarized the cells by pulse currents to provide rapid heating at low temperatures. The novel method was proven to be low cost and almost no influence on the battery degradation.…”

Section: Operating Characteristicsmentioning

confidence: 99%

Connecting battery technologies for electric vehicles from battery materials to management

2022

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Summary Vehicle electrification has always been a hot topic and gradually become a major role in the automobile manufacturing industry over the last two decades. This paper presented comprehensive discussions and insightful evaluations of both conventional electric vehicle (EV) batteries (such as lead-acid, nickel-based, lithium-ion batteries, etc.) and the state-of-the-art battery technologies (such as all-solid-state, silicon-based, lithium-sulphur, metal-air batteries, etc.). Battery major component materials, operating characteristics, theoretical models, manufacturing processes, and end-of-life management were thoroughly reviewed. Different from other reviews focusing on theoretical studies, this review emphasized the key aspects of battery technologies, commercial applications, and lifecycle management. Useful battery managing technologies such as health prediction, charging and discharging, as well as thermal runaway prevention were thoroughly discussed. Two novel hexagon radar charts of all-round evaluations of most reigning and potential EV battery technologies were created to predict the development trend of the EV battery technologies. It showed that lithium-ion batteries (3.9 points) would be still the dominant product for the current commercial EV power battery market in a short term. However, some cutting-edge technologies such as an all-solid-state battery (3.55 points) and silicon-based battery (3.3 points) are highly likely to be the next-generation EV onboard batteries with both higher specific power and better safety performance.

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Section: Operating Characteristicsmentioning

confidence: 99%

Connecting battery technologies for electric vehicles from battery materials to management

2022

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Section: Introductionmentioning

confidence: 99%

“…[4,13] In order to achieve rapid battery heating, the Ouyang group proposed a modified EV circuit that is compatible with existing circuits and optimized operating conditions, which can increase the maximum heating current (from 1.41 C to 4 C) and increase battery temperature at low temperatures (LTs) at a rate of 8.6 °C min −1 . [14] While these approaches can bring the actual operating temperature of battery up to the acceptable level, they also have an impact on the overall energy of battery and make battery design and administration more difficult.…”

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Advanced Strategies for Improving Lithium Storage Performance under Cryogenic Conditions

Zheng

Qian

Zhou

et al. 2023

Advanced Energy Materials

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storage technology, have pervaded practically all portable devices and electric vehicles in the 21st century, and it has been given considerable attention for increased roles in aerospace. [6] However, conventional LIBs have been reported to lose ≈88% of their room-temperature capacity (RTC) at −40 °C. [7] For instance, Panasonic 18650 batteries were tested in 2001 and found to have power and energy density of ≈800 W L −1 and ≈100 Wh L −1 at 25 °C, but only retained ≈1.25% and ≈5% at −40 °C. [8] Numerous approaches have been put forth in recent years to deal with this problem, including thermal management, electrode material optimization as well as electrolyte engineering (Figure 1). Pre-

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“…[9,10] In comparison to BEVs, [11] FCVs get rid of range anxiety and long charging time concerns [12] and have the advantage of subzero environment adaptability. [13] However, their commercial application is still largely hindered by the unsatisfactory fuel cell power density, [14] cost, [15] and durability [16] and undeveloped hydrogen infrastructure.As shown in Figure 1, the proton exchange membrane (PEM) fuel cell stack is the core of FCVs, which consists of several hundred repeated cells connected in series. The power density, that is, the ratio of stack output power to volume or weight is now an important indicator measuring the development level of PEM fuel cells.…”

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confidence: 99%

Structure Design for Ultrahigh Power Density Proton Exchange Membrane Fuel Cell

Zhang

Tongsh

et al. 2023

Small Methods

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electric vehicles (BEVs) have been gaining popularity. [9,10] In comparison to BEVs, [11] FCVs get rid of range anxiety and long charging time concerns [12] and have the advantage of subzero environment adaptability. [13] However, their commercial application is still largely hindered by the unsatisfactory fuel cell power density, [14] cost, [15] and durability [16] and undeveloped hydrogen infrastructure.As shown in Figure 1, the proton exchange membrane (PEM) fuel cell stack is the core of FCVs, which consists of several hundred repeated cells connected in series. The power density, that is, the ratio of stack output power to volume or weight is now an important indicator measuring the development level of PEM fuel cells. In general, an increase in power density not only means power improvement along with a more compact cell/stack structure but also cost reduction because of fewer cells needed at a fixed power demand. The New Energy and Industrial Technology Development Organization (NEDO) in Japan set stack power density (including end plates) targets of 6.0 (by 2030) and 9.0 kW L −1 (by 2040). [17,18] Meanwhile, the European Union Fuel Cells and Hydrogen 2 Joint Undertaking (EU-FCH2JU) set a similar goal of 9.3 kW L −1 . [19] At present, the state-of-theart commercial PEM fuel cell stack power density is about Next-generation ultrahigh power density proton exchange membrane fuel cells rely not only on high-performance membrane electrode assembly (MEA) but also on an optimal cell structure. To this end, this work comprehensively investigates the cell performance under various structures, and it is revealed that there is unexploited performance improvement in structure design because its positive effect enhancing gas supply is often inhibited by worse proton/electron conduction. Utilizing fine channel/rib or the porous flow field is feasible to eliminate the gas diffusion layer (GDL) and hence increase the power density significantly due to the decrease of cell thickness and gas/electron transfer resistances. The cell structure combining fine channel/rib, GDL elimination and double-cell structure is believed to increase the power density from 4.4 to 6.52 kW L −1 with the existing MEA, showing nearly equal importance with the new MEA development in achieving the target of 9.0 kW L −1 .

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Drive circuitry of an electric vehicle enabling rapid heating of the battery pack at low temperatures

Cited by 31 publications

References 37 publications

Connecting battery technologies for electric vehicles from battery materials to management

Connecting battery technologies for electric vehicles from battery materials to management

Advanced Strategies for Improving Lithium Storage Performance under Cryogenic Conditions

Structure Design for Ultrahigh Power Density Proton Exchange Membrane Fuel Cell

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