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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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A discussion is presented which gives an overview of the research and technological areas on nickel cadmium batteries at the Jet Propulsion Laboratory. Some of the topics covered include: goals; failure modes and mechanisms; factors of degradation and some possible solutions; energy density; and accomplishments for FY 77 and FY 78.
In contrast to the primary batteries (lithium thionyl chloride) on the Sojourner Mars Rover and the upcoming 2001 Mars Rover, the Mars Sample Return (MSR) Athena Rover will utilize rechargeable lithium ion batteries, following the footsteps of MSP 2001 Lander. The MSR Athena Rover will contain a rechargeable lithium ion battery of 16 V and a total energy of 150 Wh. The mass and volume of the projected power system will be a maximum of 3 kg and 2 liters, respectively. Each battery consists of twelve cells (6-7 Ah), combined in three parallel strings of four cells (16 V) each, such that the capability of the Rover shall be maintained even in the event of one string failure. In addition to the usual requirements of high specific energy and energy density and long cycle life (100 cycles), the battery is required to operate at wide range of temperatures, especially at sub-zero temperatures down to -20 C. In this paper, we report various performance characterization tests carried out on lithium ion cells, fabricated by different manufacturers under a NASA/DoD lithium ion battery consortium.
The sodium super-ionic conductor (NaSICON) has versatile applications as a ceramic electrolyte for energy storage, where it can serve as an impermeable separator in solid-state batteries and redox flow systems. In particular, NaSICON systems have been proposed to be relatively stable in contact with water, making them compatible with aqueous battery chemistries. However, owing to their brittle nature and metal oxide constituents, stress-corrosion cracking (SCC) is an important failure mechanism that has not been previously explored. In this study, we assess the fracture toughness of NaSICON membranes in contact with aqueous solutions that are relevant to redox flow systems. Microindentation was performed to generate visible surface cracks and residual stress, which were observed to grow in length after exposure to aqueous solutions. This allows for a quantitative measurement of fracture toughness, which decreases after exposure to water. To contextualize these results, we develop a simplified model of the fracture behavior in aqueous redox-flow batteries that incorporate NaSICON membranes, illustrating the importance of SCC in cell design. This work provides quantitative insights into SCC as a failure mode in NaSICON, enhancing our understanding of the chemo-mechanical behavior of ceramic electrolytes in contact with aqueous solutions.
Abstract Maximizing lithium (Li) utilization is crucial for enhancing the long‐term stability of Li‐based batteries. In anode‐free Li batteries (AFLBs), although the initial formation of solid electrolyte interphase (SEI) is beneficial on limiting further reaction between Li and electrolyte, large volume change of Li metal anode (LMA) during cycling often leads to continuous breakdown and re‐formation of SEI and formation of inactive Li, hindering its efficiency. In this study, a novel strategy is presented to protect Li metal by applying a floatable protection layer (FPL) on a copper substrate, enabling large Li particles to be primarily deposited below FPL, but SEI to be primarily formed above FPL. This approach effectively minimizes the direct contact between electrolyte and freshly deposited Li, therefore mitigating the continuous side reactions and early failure of AFLBs. As a result, Li consumption is minimized, and the overall stability of the battery is significantly enhanced. Further development of this approach can also be used to improve the performance of other Li‐based batteries for large‐scale applications.
Zinc-based batteries have attracted extensive attention in recent years, due to high safety, high capacities, environmental friendliness, and low cost compared to lithium ion batteries. However, the zinc anode suffers primarily from dendrite formation as a mode of failure in the mildly acidic system. Herein, we report on electrochemically deposited zinc (ED Zn) and copper-zinc (brass) alloy anodes, which are critically compared with a standard commercial zinc foil. The film electrodes are of commercially relevant thicknesses (21 and 25µM). The electrodeposited zinc-based anodes exhibit low electrode polarization (~0.025V) and stable cycling performance in 50 cycle consecutive experiments from 0.26-10 mA cm-2 compared to commercial Zn foil. Coulombic efficiencies at 1 mA cm-2 were over 98% for the electrodeposited zinc-based materials and were maintained for over 100 cycles. Furthermore, full cells with an electrodeposited Zn/brass anode, EMD MnO2 cathode, in 1M ZnSO4 + 0.1M MnSO4 delivered capacities of 96.3, and 163 mAh g-1, respectively, at a 100 mA g-1 compared to 92.1 mAh g-1 for commercial Zn. The zinc-based anodes also show better rate capability, delivering full cell capacities of 35.9 and 47.5 mAh g-1 at high current of up to 3 A g-1. Lastly, the electrodeposited zinc-based anodes show enhanced capacity for up to 100 cycles at 100 mA g-1, making them viable anodes for commercial use.
The scope of work for S3.2 and S3.3 validation includes cooperative planning, execution, and analysis of all recommended and agreed-upon test protocols to determine the suitability of the product for long-term deployment of the photovoltaic modules to a broad range of climates. The test plan will be established within two months of project initiation, and NREL will write monthly reports for the duration of the work.
The temporary failure of the data collection hardware along with the fifty percent degradation on the batteries in lander 1 were discussed.
The research and development of UAVs (Unmanned Aerial Vehicles) are quickly progressing as industries and hobbyist societies recognize their utility. NASA is focused on the technology development and safety considerations surrounding commercial use of UAVs. Urban SAFE50 (Safe Autonomous Flight Environment within the notional last 50 feet of operation of 55 pound class UAS (Small Unmanned Aircraft Systems)) is focused on the necessary real-time decision algorithms and flight models prevalent in low-altitude, high-density city environments. Construction of on-board controls to respond to motor failure and wind dynamics as well as a database of computational flight models and battery discharge profiles will help policymakers to predict and regulate unmanned aircraft flight safely and effectively.
The highly dynamic nature of UAVs imposes significant challenges when conducting initial testing ranging from safety risks posed by high-capacity lithium batteries and spinning propellers to rigorous timing demands on controllers and the consequences of failures mid-air. Flight testing of a single vehicle is time and labor intensive due to these challenges and more, and the complexity increases exponentially with the number of vehicles. While simulations and hardware-in-the-loop bench testing can provide adequate environments for preliminary validation, differences in system deployment architecture, software interfaces, and hardware infrastructure between simulation and a fleet of real UAVs create a sizable gap that must be navigated carefully during system integration. In support of the Autonomy Teaming and TRAjectories for Complex Trusted Operational Reliability (ATTRACTOR) project, which had the goal of establishing a basis of certification of trust and trustworthiness in multi-agent autonomous systems, this gap was tackled from two directions. First, a novel mixed-reality simulation environment was engineered to blur the transition from simulation to flight hardware. Second, a fleet of Unmanned Surface Vehicles (USVs) was developed as a test and evaluation platform that more closely represented the final aerial fleet while eliminating many of the risks associated with air vehicles. This paper delves into the second element, analyzing the efficacy of the USV platform in performing system integration testing for the UAV system. In this paper we present the USV fleet and its role in reducing the aforementioned gaps in deployment architecture, software interfaces, and hardware infrastructure when moving from simulation to flight. An overview of the hardware and software onboard the vehicles will be provided along with supporting infrastructure. The system integration process will be documented including results in supporting both the overarching design reference mission (DRM) of ATTRACTOR and individual research efforts conducted during the project. Finally, we will discuss some of the practical lessons learned regarding the testing, deployment, and operation of multi-agent autonomous systems.
This paper addresses the problem of building trust in online predictions of a battery powered aircraft's remaining available flying time. A set of ground tests is described that make use of a small unmanned aerial vehicle to verify the performance of remaining flying time predictions. The algorithm verification procedure described here uses a fully functional vehicle that is restrained to a platform for repeated run-to-functional-failure experiments. The vehicle under test is commanded to follow a predefined propeller RPM profile in order to create battery demand profiles similar to those expected in flight. The fully integrated aircraft is repeatedly operated until the charge stored in powertrain batteries falls below a specified lower-limit. The time at which the lower-limit on battery charge is crossed is then used to measure the accuracy of remaining flying time predictions. Accuracy requirements are considered in this paper for an alarm that warns operators when remaining flying time is estimated to fall below a specified threshold.
Solid-state batteries (SSBs), particularly those utilizing sodium metal, are emerging as a promising technology due to their potential for enhanced safety, higher energy density, and longer cycle life. NASICON (Na superionic conductor) materials, known for their robust crystalline structure and high ionic conductivity, are pivotal in the development of efficient sodium all-solid-state batteries. These materials exhibit high room-temperature ionic conductivity and electrochemical stability, making them ideal for various applications. Research has focused on improving NASICON's ionic conductivity and stability through doping, interface regulation, and composite anode design. Recent advancements include Ti-doped Na 3 Zr 2 Si 2 PO 12 (Ti-NZSP), which demonstrates improved surface stability, higher ionic conductivity, and increased critical current density. However, challenges such as Na dendrite formation and mechanical integrity under operational conditions persist. Advanced imaging techniques like operando synchrotron X-ray tomography have provided insights into failure mechanisms, revealing that pore-filling and dendrite growth are significant issues. Understanding these processes is essential for enhancing the performance and safety of Na-based SSBs. Here, this study underscores the need for continued research to address these challenges and develop reliable, high-performance solid-state electrolytes for future energy storage solutions.
In this work, we report the impact of the temperature-driven synergistically-coupled anodic degradation mechanisms on the electrochemical performance of lithium batteries with graphite anode over multiple cycles. Temperature dependence of electrochemical reactions and damage mechanisms, such as solid electrolyte interface (SEI) growth, lithium plating/stripping, dead lithium storage/dissolution, and film cracking are incorporated into the degradation model. Results of a parametric analysis are presented, evaluating the effects of charging rates (1–6 C), operating temperatures (-15 – 45°C) and electrode design parameters, on the relative performance fade in the lithium-ion battery. Thermo-electrochemical process maps are developed to provide insights into the relationship between electrode performance and failure mechanisms. The simulation results predict a severe capacity loss due to lithium plating at low temperatures, which is further aggravated at high charging rates. A common strategy for mitigating lithium plating, through charging at high temperatures, also results in rapid capacity loss due to accelerated SEI formation. Simulation results are used to identify the combination of operating conditions and electrode design parameters that improve the electrochemical performance of the battery. These results demonstrate an opportunity to design safe and high-performance lithium-ion batteries, guided by anodic degradation models.
In this work, we report the results of a theoretical–computational analysis of the solid electrolyte interphase (SEI) growth and degradation dynamics occurring in lithium metal batteries during cycling. We use ab initio-kinetic Monte Carlo simulations to generate a synthetic data set, which is analyzed by machine learning methods. We aim to determine: (i) how modifications in interfacial interaction energies between solid electrolyte interphase (SEI) blocks and between Li ions and SEI facets impact the Coulombic efficiency (CE) of the battery and (ii) what factors, including reactions, microscopic transport, and other interfacial events, may lead to cell performance “failure” during prolonged charge and discharge cycles, signaled as a sharp decay in the CE over cycling. The demonstration of our approach is done on a cell including a Li metal surface interfacing with a previously introduced state-of-the-art electrolyte, and the idea can be applied to any electrochemical system. Outcomes include the identification of the leading chemical, physical, and structural variables causing cell failure and relating them to the electrolyte formulation, thus paving the way to future more refined analysis and electrolyte design.
The responses of pouch and prismatic battery modules when they are impacted by two types of indenters from three different directions are investigated experimentally. The test results show that the failure mechanism, peak force and penetration that leads to short-circuit in modules strongly depend on the impact direction, indenter shape, cell form factor and module design. It sheds lights on the abuse tolerance of batteries in different scenarios and demonstrates that the cell type, orientation and module structure should be considered simultaneously in order to improve the battery safety in electrical vehicles.
Urban Air Mobility seeks to transport passengers, deliver cargo, and provide emergency transportation in major metropolitan areas. This will be accomplished with distributed electric-powered vertical takeoff and landing aircraft. The low specific energy of the current generation lithium-ion battery packs limit the operational range of electric aircraft. Limited range impacts safety by reducing the time available for analyzing and responding to errors and failures, and limiting the ability to fly to an alternative landing area or return to base. It is therefore critical to understand flight operational and environmental conditions that impact the onboard lithium-ion polymer battery pack’s health. With this as the motivation, experimental procedure in a laboratory setting, and results of the experiments performed on battery packs subject to power draw corresponding to power required during the different phases of flight of a NASA conceptual quadrotor aircraft in simulation are described. The fully charged battery is allowed to discharge at specific C-rates based on the power draw profile and the current and voltages are recorded. Observed results under different operating conditions and mission profiles are discussed.
After using all the instrumentation that is available on a nickel hydrogen battery it will be subjected to the same low earth orbit cycles experienced by the sixty amphere hour nickel cadmium batteries now being flown on some low earth orbit missions. The objective of the test is to demonstrate real differences between the two batteries. In order to simulate flight conditions, the thermal environment and criteria for charge control will vary. The depth of discharge will be increased and testing will continue until some failures or some degradation or spread between cell performances are revealed. Different charge control modes are being considered in order to demonstrate a reasonable life for the nickel hydrogen battery.
Individual pressure vessel (IPV) nickel-hydrogen technology was advanced at NASA Lewis and under Lewis contracts. Some of the advancements are as follows: to use 26 percent potassium hydroxide electrolyte to improve cycle life and performance, to modify the state of the art cell design to eliminate identified failure modes and further improve cycle life, and to develop a lightweight nickel electrode to reduce battery mass, hence reduce launch and/or increase satellite payload. A breakthrough in the LEO cycle life of individual pressure vessel nickel-hydrogen battery cells was reported. The cycle life of boiler plate cells containing 26 percent KOH electrolyte was about 40,000 accelerated LEO cycles at 80 percent DOD compared to 3,500 cycles for cells containing 31 percent KOH. Results of the boiler plate cell tests have been validated at NWSC, Crane, Indiana. Forty-eight ampere-hour flight cells containing 26 and 31 percent KOH have undergone real time LEO cycle life testing at an 80 percent DOD, 10 C. The three cells containing 26 percent KOH failed on the average at cycle 19,500. The three cells containing 31 percent KOH failed on the average at cycle 6,400. Validation testing of NASA Lewis 125 Ah advanced design IPV nickel-hydrogen flight cells is also being conducted at NWSC, Crane, Indiana under a NASA Lewis contract. This consists of characterization, storage, and cycle life testing. There was no capacity degradation after 52 days of storage with the cells in the discharged state, on open circuit, 0 C, and a hydrogen pressure of 14.5 psia. The catalyzed wall wick cells have been cycled for over 22,694 cycles with no cell failures in the continuing test. All three of the non-catalyzed wall wick cells failed (cycles 9,588; 13,900; and 20,575). Cycle life test results of the Fibrex nickel electrode has demonstrated the feasibility of an improved nickel electrode giving a higher specific energy nickel-hydrogen cell. A nickel-hydrogen boiler plate cell using an 80 mil thick, 90 percent porous Fibrex nickel electrode has been cycled for 10,000 cycles at 40 percent DOD.
All-solid-state batteries (ASSBs) offer great promise as a next-generation energy storage technology with higher energy density, wider operating temperature range, and improved safety for electric vehicles. ASSBs employing lithium metal anodes (Li), sulfide-based solid-state electrolytes (SSE), and Ni-rich layered transition metal oxide cathodes (LiMO 2 , M = Ni, Mn, Co, Al) are particularly promising due to its superior electrochemical performance compared to other solid-electrolyte systems. However, the battery cycle life at high cathode mass loading and high current is still limited because the failure mechanism is not fully understood. Lithium dendrite growth at the anode or inside a solid electrolyte still represents as a serious risk of cell failure. Interfacial resistance increases attributed to electrolyte decomposition and interfacial void formation at both cathode–electrolyte and anode–electrolyte interfaces lead to gradual capacity fading. In this Review, we present the fundamental challenges and recent scientific understandings of each component in ASSBs. The novel diagnostic tools for these components, especially the interfaces buried under the surface that are often hard for characterization are mainly examined. Lastly, we offer a perspective for future research directions. We hope this Review will provide a timely snapshot of state-of-the-art research progress in ASSBs to accelerate the development of ASSBs.