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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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993 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS2018

Simplified Aid for Extra-Vehicular Activity Rescue (SAFER) Battery Assessment

In 2013, the Boeing Company model 787-8 Dreamliner commercial aircraft experienced three catastrophic lithium (Li) battery failures. The cause of each failure resulted in a single-cell thermal runaway (TR) condition, which propagated to adjacent battery cells. Two of the failures involved rechargeable lithium-ion (Li-Ion) batteries, and the third event involved a nonrechargeable lithium-manganese dioxide (Li-MnO2) battery. In response to these Li battery failures, the NASA Engineering and Safety Center (NESC) approved a technical assessment of the International Space Station Simplified Aid for Extra-Vehicular Activity Rescue (SAFER) Li non-rechargeable battery. This assessment was conducted to evaluate the SAFER Li nonrechargeable battery safety design features against Boeing 787 Dreamliner Li battery failure lessons learned. Specifically, this investigation focused on assessing the severity of a SAFER battery TR hazard conditions.

Iannello, Christopher J.↗
NASA NTRS2001

Performance of Li-Ion Cells Under Battery Voltage Charge Control

A study consisting of electrochemical characterization and Low-Earth-Orbit (LEO) cycling of Li-Ion cells from three vendors was initiated in 1999 to determine the cycling performance and to infuse the new technology in the future NASA missions. The 8-cell batteries included in this evaluation are prismatic cells manufactured by Mine Safety Appliances Company (MSA), cylindrical cells manufactured by SAFT and prismatic cells manufactured by Yardney Technical Products, Inc. (YTP). The three batteries were cycle tested in the LEO regime at 40% depth of discharge, and under a charge control technique that consists of battery voltage clamp with a current taper. The initial testing was conducted at 20 C; however, the batteries were cycled also intermittently at low temperatures. YTP 20 Ah cells consisted of mixed-oxide (Co and Ni) positive, graphitic carbon negative, LIPF6 salt mixed with organic carbonate solvents. The battery voltage clamp was 32 V. The low temperature cycling tests started after 4575 cycles at 20 C. The cells were not capable of cycling. at low temperature since the charge acceptance at battery level was poor. There was a cell in the battery that showed too high an end-of-charge (EOC) voltage thereby limiting the ability to charge the rest of the cells in the battery. The battery has completed 6714 cycles. SAFT 12 Ah cells consisted of mixed-oxide (Co and NO positive, graphitic carbon negative, LiPF6 salt mixed with organic carbonate solvents. The battery voltage clamp was for 30.8 V. The low temperature cycling tests started after 4594 cycles at 20 C. A cell that showed low end of discharge (EOD) and EOC voltages and three other cells that showed higher EOC voltages limited the charge acceptance at the selected voltage limit during charge. The cells were capable of cycling at 10 C and 0 C but the charge voltage limit had to be increased to 34.3 V (4.3 V per cell). The low temperature cycling may have induced poor chargeability since the voltage had to be increased to achieve the required charge input. The battery has completed 6226 cycles. MSA 10 Ah cells consisted of Co oxide positive, graphitic carbon negative, LiPF6 salt mixed with organic carbonate solvents. The battery voltage clamp was 30.8 V. The low temperature cycling tests were started after 2182 cycles at 20 C. The cells were capable of cycling at 10 C and 0 C. Like SAFT, the voltage limit on charge had to be increased to 36 V (4.5 V per cell). There was a cell (cell S/N 13) in the battery that showed poor performance features such as low EOD voltage and high EOC voltage. The battery has completed 3441 cycles. A reconditioning procedure that consisted of C15 charge to a taper current of C/100 and C/20 discharge improved the voltage behavior of SAFT and MSA cells with no significant effect on YTP cells. We have demonstrated that the charge operation with VT clamp at battery rather than at cell level is feasible for onboard Li-Ion battery operation.

Rao, Gopalakrishna M.↗
NASA NTRS1997

Galileo Probe Battery System

The conclusions of the Galileo probe battery system are: the battery performance met mission requirements with margin; extensive ground-based and flight tests of batteries prior to probe separation from orbiter provided good prediction of actual entry performance at Jupiter; and the Li-SO2 battery was an important choice for the probe's main power.

Dagarin, B. P.↗
NASA NTRSDate not supplied

Battery Relevant Cell Side Wall Rupture Characterization

The propensity for a cell design to experience can side wall rupture (SWR) during thermal runaway is highly influenced by how a battery design mechanically constrains its cells. Testing cells while unsupported has been found to yield false negative results that don't represent this risk in a battery configuration. This talk addresses how to verify the adequacy of battery design measures used to control SWR and how to get results relevant, accurate, and statistically defendable for a proposed battery design.

thermal runaway↗
NASA NTRS2016

International Space Station Lithium-Ion Battery

The International Space Station (ISS) primary Electric Power System (EPS) currently uses Nickel-Hydrogen (Ni-H2) batteries to store electrical energy. The electricity for the space station is generated by its solar arrays, which charge batteries during insolation for subsequent discharge during eclipse. The Ni-H2 batteries are designed to operate at a 35 depth of discharge (DOD) maximum during normal operation in a Low Earth Orbit. Since the oldest of the 48 Ni-H2 battery Orbital Replacement Units (ORUs) has been cycling since September 2006, these batteries are now approaching their end of useful life. In 2010, the ISS Program began the development of Lithium-Ion (Li-Ion) batteries to replace the Ni-H2 batteries and concurrently funded a Li-Ion ORU and cell life testing project. When deployed, they will be the largest Li-Ion batteries ever utilized for a human-rated spacecraft. This paper will include an overview of the ISS Li-Ion battery system architecture, the Li-Ion battery design and development, controls to limit potential hazards from the batteries, and the status of the Li-Ion cell and ORU life cycle testing.

battery↗
NASA NTRS2017

International Space Station Lithium-Ion Battery Start-Up and Cycling

The International Space Station (ISS) primary Electric Power System (EPS) was originally designed to use Nickel-Hydrogen (Ni-H2) batteries to store electrical energy. The electricity for the ISS is generated by its solar arrays, which charge batteries during insolation for subsequent discharge during eclipse. The Ni-H2 batteries were designed to operate at a 35 depth of discharge (DOD) maximum during normal operation in a Low Earth Orbit. In 2010, the ISS Program began the development of Lithium-Ion (Li-Ion) batteries to replace Ni-H2 batteries approaching the end of their useful life and concurrently funded a Li-Ion ORU (Orbital Replacement Unit) and cell life testing project. The first set of 6 Li-ion battery replacements was launched in December 2016 and deployed in January 2017. This paper will discuss the Li-ion battery on-orbit cycling and the status of the Li-Ion cell and ORU life cycle testing.

International Space Station↗
NASA NTRSDate not supplied

Battery Failure Databank

The Battery Failure Databank contains thermal runaway results gathered from nearly 300 small format fractional thermal runaway calorimetry (S-FTRC) experiments. A majority of these experiments were conducted at synchrotron facilities where high-speed x-ray videography was conducted of the cell while tested inside of the S-FTRC. The databank is a two-component system which consists of a Microsoft ExcelTM spreadsheet which provides S-FTRC results in tabular format and a radiographic video library containing the high-speed x-ray videos. Overall, the databank provides thermal results from S-FTRC experiments conducted on a mixture of commercially available lithium-ion (Li-ion) cells and specialized Li-ion test cells with varying cell format (18650, 21700, and D-cell) and trigger mechanism (heaters, heaters plus internal short circuiting device, and nail penetration). The radiography video component provides insight into the initiation and propagation of TR in the cells, in addition to consequences of TR measured by the FTRC. Fractions of mass ejected for the cell types are separated into regimes based on the different failure modes of the cells, such as purely venting, partial ejection, and total ejection. With knowledge of the rate and characterization of the internal degradation of the cells during TR, and the amounts of mass ejected and unrecovered, the extent of TR, and therefore the mitigation of TR, is revealed relative to cell types and failure modes.

Lithium-ion battery↗
NASA NTRS2007

NASA Engineering Safety Center NASA Aerospace Flight Battery Systems Working Group 2007 Proactive Task Status

In 2007, the NASA Engineering Safety Center (NESC) chartered the NASA Aerospace Flight Battery Systems Working Group to bring forth and address critical battery-related performance/manufacturing issues for NASA and the aerospace community. A suite of tasks identifying and addressing issues related to Ni-H2 and Li-ion battery chemistries was submitted and selected for implementation. The current NESC funded are: (1) Wet Life of Ni-H2 Batteries (2) Binding Procurement (3) NASA Lithium-Ion Battery Guidelines (3a) Li-Ion Performance Assessment (3b) Li-Ion Guidelines Document (3b-i) Assessment of Applicability of Pouch Cells for Aerospace Missions (3b-ii) High Voltage Risk Assessment (3b-iii) Safe Charge Rates for Li-Ion Cells (4) Availability of Source Material for Li-Ion Cells (5) NASA Aerospace Battery Workshop This presentation provides a brief overview of the tasks in the 2007 plan and serves as an introduction to more detailed discussions on each of the specific tasks.

Manzo, Michelle A.↗
NASA NTRS2017

International Space Station Lithium-Ion Main Battery Thermal Runaway Propagation Test

In 2010, the ISS Program began the development of Lithium-Ion (Li-Ion) batteries to replace the aging Ni-H2 batteries on the primary Electric Power System (EPS). After the Boeing 787 Li-Ion battery fires, the NASA Engineering and Safety Center (NESC) Power Technical Discipline Team was tasked by ISS to investigate the possibility of Thermal Runaway Propagation (TRP) in all Li-Ion batteries used on the ISS. As part of that investigation, NESC funded a TRP test of an ISS EPS non-flight Li-Ion battery. The test was performed at NASA White Sands Test Facility in October 2016. This paper will discuss the work leading up to the test, the design of the test article, and the test results.

International Space Statio↗
NASA NTRS2018

International Space Station Lithium-Ion Battery Status

When originally launched, the International Space Station (ISS) primary Electric Power System (EPS) used Nickel-Hydrogen (Ni-H2) batteries to store electrical energy. The electricity for the space station is generated by its solar arrays, which charge batteries during insolation for subsequent discharge during eclipse. The Ni-H2 batteries were designed to operate for ten years at a 35 percent depth of discharge (DOD) maximum during normal operation in a Low Earth Orbit. For service beyond that period, upgraded Li-Ion Orbital Replacement Units (ORUs) were designed. These are the largest Li-Ion batteries ever utilized for a human rated spacecraft. With the oldest 12 Ni-H2 battery ORUs cycling since September 2006, the first set of six was replaced by Li-Ion batteries in December 2016; the second set of six is planned for replacement in September 2018. This paper will include an overview of the ISS Li-Ion battery system architecture, on-orbit status of the first 6 batteries, start up of the second 6 batteries, and the status of the Li-Ion cell and ORU life cycle testing.

International Space Station↗
NASA NTRSDate not supplied

Dry Pressed, High Areal Loading Electrode Architectures Enabled by Holey Graphene

For future electric aviation, advanced battery cell chemistry beyond lithium ion batteries are required to meet mission requirements. High energy density battery concepts such as lithium-sulfur (Li-S) and lithiumoxygen (Li-O2) chemistries are being intensively investigated to realize their extraordinary theoretical promise in terms of energy density. Most fabrication methods of cathodes for these novel battery chemistries followed a conventional approach. In this approach, the active material is mixed with a polymer binder and a conductive carbon in a high-boiling organic solvent to form a slurry, followed by casting onto a current collector and solvent evaporation. The process is usually lengthy and poses environmental hazards due to the use of organic solvents.

Lin Yi↗
NASA NTRS2016

International Space Station Lithium-Ion Battery

The International Space Station (ISS) Electric Power System (EPS) currently uses Nickel-Hydrogen (Ni-H2) batteries to store electrical energy. The batteries are charged during insolation and discharged during eclipse. The Ni-H2 batteries are designed to operate at a 35 depth of discharge (DOD) maximum during normal operation in a Low Earth Orbit. Since the oldest of the 48 Ni-H2 battery Orbital Replacement Units (ORUs) has been cycling since September 2006, these batteries are now approaching their end of useful life. In 2010, the ISS Program began the development of Lithium-Ion (Li-ion) batteries to replace the Ni-H2 batteries and concurrently funded a Li-ion cell life testing project. This paper will include an overview of the ISS Li-Ion battery system architecture and the progress of the Li-ion battery design and development.

Battery↗
NASA NTRS2017

International Space Station Lithium-Ion Battery Start-Up

International Space Station Lithium-Ion Battery Start-Up.The International Space Station (ISS) primary Electric Power System (EPS) was originally designed to use Nickel-Hydrogen (Ni-H2) batteries to store electrical energy. The electricity for the space station is generated by its solar arrays, which charge batteries during insolation for subsequent discharge during eclipse. The Ni-H2 batteries are designed to operate at a 35 depth of discharge (DOD) maximum during normal operation in a Low Earth Orbit. As the oldest of the 48 Ni-H2 battery Orbital Replacement Units (ORUs) has been cycling since September 2006, these batteries are now approaching their end of useful life. In 2010, the ISS Program began the development of Lithium-Ion (Li-ion) batteries to replace the Ni-H2 batteries and concurrently funded a Li-Ion ORU and cell life testing project. The first set of 6 Li-ion battery replacements were launched in December 2016 and deployed in January 2017. This paper will discuss the Li-ion battery on-orbit start-up and the status of the Li-Ion cell and ORU life cycle testing.

Lithium-Ion↗
NASA NTRS2024

Ejecta Management in a Safe Lithium Ion Battery Design

As lithium-ion battery energy densities continue to rise, managing the heat and pressure generated during failure events has become increasingly critical. Safety systems must effectively relieve pressure without releasing sparks, flames, or particulate matter, requiring robust filtration solutions. The challenge is compounded by the reduced free volume available for gas expansion in high-density designs, which increases the demands on these filters. While significant progress has been made through experimental studies and modeling efforts to understand the behavior of ejecta during battery failures, there remains a pressing need for practical, rule-of-thumb sizing parameters. These parameters would help correlate high-energy waste streams with appropriate filter design, ensuring reliable containment and safety. This talk will explore recent experimental findings in this area and discuss the potential pathways for developing these essential sizing guidelines.

Ejecta Management↗
NASA NTRS2019

International Space Station Lithium-Ion Battery Status

When originally launched, the International Space Station (ISS) primary Electric Power System (EPS) used Nickel-Hydrogen (Ni-H2) batteries to store electrical energy. The electricity for the space station is generated by its solar arrays, which charge batteries during insolation for subsequent discharge during eclipse. The Ni-H2 batteries were designed to operate for ten years at a 35% depth of discharge (DOD) maximum during normal operation in a Low Earth Orbit. For service beyond that period, upgraded Li-Ion Orbital Replacement Units (ORUs) were designed. These are the largest Li-Ion batteries ever utilized for a human rated spacecraft. The first set of six Ni-H2 batteries was replaced by Li-Ion batteries in December 2016; the second set of six was launched in September 2018 and installed in March 2019. The third set of six were launched in September 2019. Three batteries were installed in September 2019, with the remaining three to be installed in January 2020. This paper will include a brief overview of the ISS Li-Ion battery system architecture, start up of the second and third set of 6 batteries and the on-orbit status of all 18 batteries, plus the status of the Li-Ion cell life testing.

Lithium-Ion↗
NASA NTRS2019

Physics-Based Modeling and Simulation of Emerging Battery Technologies for Aerospace

Recently there is a growing interest in the aviation sector to reduce air and noise pollution. Electrochemical energy storage devices such as batteries coupled with a distributed electric propulsion system can reduce noise concerns as well as emissions and allow the concept of Urban Air Mobility to come to fruition. The battery performance needs to improve considerably compared from current state-of-art Li-ion battery (about 200Wh/Kg) to realize all-electric passenger jet for short flights (up to 690 miles). NASA is exploring lithium-oxygen battery chemistry to power hybrid (battery powered electrical system) and all-electric aircraft for short distance and long-distance flights. Li-O2 is one of the advanced Li-ion technologies that promise to provide specific energy of more than 750Wh/Kg. For this presentation, we present our work on improving power density of Li-O2 batteries through the use of multiphysics simulations. Next, a path is outlined to port these model to simulate performance for a new battery chemistry for space application, Li-CO2. Li-CO2 uses carbon dioxide as the active material instead of oxygen. Although this technology is in its early development, the offers two benefits: it can be used as a CO2 scrubber, as oxygen is one of the by-products on charging, and as a backup or a standalone battery for various Mars or Venus missions, where the carbon dioxide content in the atmosphere is high and need battery to operate at higher temperatures.

Mehta, Mohit↗
NASA NTRS2009

Data Base and Guidelines Document Developed for Lithium-Ion Battery

Lithium-Ion (Li-Ion) batteries are fast becoming the battery chemistry of choice for aerospace applications requiring (rechargeable) power supplies. These batteries offer high-energy density and high-specific energy combined with excellent rate capability and cycle potential. The increased energy content and operational characteristics of this system require defined safety and handling procedures to ensure the safe implementation. Standardized approaches to defining, determining, and addressing safety, handling, and qualification for Li-Ion batteries have been developed and published as an NESC-sponsored Li-Ion Battery Guidelines Document. A data base was established cataloging cells and batteries that have been considered for aerospace applications.

Data Base and Guidelines↗