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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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At least 487 records · Page 27
All sourcesNASA NTRSDOE OSTI
NASA NTRS1999

In-Orbit Earth Radiation Budget Satellite (ERBS) Battery Switch

This presentation reviews the history of the Earth Radiation Budget Satellite (ERBS) and the problems which were experienced with the batteries. After two cells shorted on the first Battery, the decision was made to take battery 1 of line in late 1992. This left the second battery supporting all loads. The second battery began to experience problems in 1998 into 1999. The decision was made to bring the first battery on line and take the second battery off line. The steps to switching the batteries are reviewed, and the results are discussed.

Ahmad, Anisa↗
NASA NTRS2002

International Space Station Nickel-Hydrogen Battery On-Orbit Performance

International Space Station (ISS) Electric Power System (EPS) utilizes Nickel-Hydrogen (Ni-H2) batteries as part of its power system to store electrical energy. The batteries are charged during insolation and discharged during eclipse. The batteries are designed to operate at a 35 percent depth of discharge (DOD) maximum during normal operation. Thirty-eight individual pressure vessel (IPV) Ni-H2 battery cells are series-connected and packaged in an Orbital Replacement Unit (ORU). Two ORUs are series-connected utilizing a total of 76 cells to form one battery. The ISS is the first application for low earth orbit (LEO) cycling of this quantity of series-connected cells. The P6 (Port) Integrated Equipment Assembly (IEA) containing the initial ISS high-power components was successfully launched on November 30, 2000. The IEA contains 12 Battery Subassembly ORUs (6 batteries) that provide station power during eclipse periods. This paper will discuss the battery performance data after eighteen months of cycling.

Dalton, Penni↗
NASA NTRS2003

Update on International Space Station Nickel-Hydrogen Battery On-Orbit Performance

International Space Station (ISS) Electric Power System (EPS) utilizes Nickel-Hydrogen (Ni-H2) batteries as part of its power system to store electrical energy. The batteries are charged during insolation and discharged during eclipse. The batteries are designed to operate at a 35% depth of discharge (DOD) maximum during normal operation. Thirty-eight individual pressure vessel (IPV) Ni-H2 battery cells are series-connected and packaged in an Orbital Replacement Unit (ORU). Two ORUs are series-connected utilizing a total of 76 cells, to form one battery. The ISS is the first application for low earth orbit (LEO) cycling of this quantity of series-connected cells. The P6 (Port) Integrated Equipment Assembly (IEA) containing the initial ISS high-power components was successfully launched on November 30, 2000. The IEA contains 12 Battery Subassembly ORUs (6 batteries) that provide station power during eclipse periods. This paper will discuss the battery performance data after two and a half years of cycling.

Dalton, Penni↗
NASA NTRS1997

High Capacity Battery Cell Flight Qualified

The High Capacity Battery Cell project is an effort equally funded by the NASA Lewis Research Center and Hughes Space and Communications Company (a unit of Hughes Aircraft Company) to develop and flight qualify a higher capacity nickel hydrogen battery for continuing use on commercial spacecraft. The larger diameter, individual pressure vessel cell will provide approximately twice the power, while occupying the same volume, as the current state-of-the-art nickel hydrogen cell. These cells are also anticipated to reduce battery cost by 20 percent. The battery is currently booked for use on 26 spacecraft, with the first flight scheduled in 1997. A strong requirement for batteries with higher power levels (6 to 12 kW), long life, and reduced cost was identified in studies of the needs of commercial communications spacecraft. With the design developed in this effort, the higher power level was accommodated without having to modify the rest of the existing spacecraft bus. This design scaled-up the existing state-of-the-art nickel hydrogen battery cell from a 3.5-in., 50-Ahr cell to a 5.5-in., 350-Ahr cell. An improvement in cycle life was also achieved by the use of the 26-percent KOH electrolyte design developed by NASA Lewis. The cell design was completed, and flight batteries were built and flight qualified by Hughes Space and Communications Company with input from NASA Lewis. Two batteries were shipped in September 1996 to undergo life cycle testing under the purview of NASA Lewis.

McKissock, Barbara I.↗
NASA NTRS2004

Testing Conducted for Lithium-Ion Cell and Battery Verification

The NASA Glenn Research Center has been conducting in-house testing in support of NASA's Lithium-Ion Cell Verification Test Program, which is evaluating the performance of lithium-ion cells and batteries for NASA mission operations. The test program is supported by NASA's Office of Aerospace Technology under the NASA Aerospace Flight Battery Systems Program, which serves to bridge the gap between the development of technology advances and the realization of these advances into mission applications. During fiscal year 2003, much of the in-house testing effort focused on the evaluation of a flight battery originally intended for use on the Mars Surveyor Program 2001 Lander. Results of this testing will be compared with the results for similar batteries being tested at the Jet Propulsion Laboratory, the Air Force Research Laboratory, and the Naval Research Laboratory. Ultimately, this work will be used to validate lithium-ion battery technology for future space missions. The Mars Surveyor Program 2001 Lander battery was characterized at several different voltages and temperatures before life-cycle testing was begun. During characterization, the battery displayed excellent capacity and efficiency characteristics across a range of temperatures and charge/discharge conditions. Currently, the battery is undergoing lifecycle testing at 0 C and 40-percent depth of discharge under low-Earth-orbit (LEO) conditions.

Reid, Concha M.↗
NASA NTRS2007

Hubble Space Telescope Battery Capacity Update

Orbital battery performance for the Hubble Space Telescope is discussed and battery life is predicted which supports decision to replace orbital batteries by 2009-2010 timeframe. Ground characterization testing of cells from the replacement battery build is discussed, with comparison of data from battery capacity characterization with cell studies of Cycle Life and 60% Stress Test at the Naval Weapons Surface Center (NWSC)-Crane, and cell Cycle Life testing at the Marshal Space Flight Center (MSFC). The contents of this presentation includes an update to the performance of the on-orbit batteries, as well as a discussion of the HST Service Mission 4 (SM4) batteries manufactured in 1996 and activated in 2000, and a second set of SM4 backup replacement batteries which began manufacture Jan 11, 2007, with delivery scheduled for July 2008.

Hollandsworth, Roger↗
NASA NTRS2008

Operationally Responsive Space Standard Bus Battery Thermal Balance Testing and Heat Dissipation Analysis

The focus of this paper will be on the thermal balance testing for the Operationally Responsive Space Standard Bus Battery. The Standard Bus thermal design required that the battery be isolated from the bus itself. This required the battery to have its own thermal control, including heaters and a radiator surface. Since the battery was not ready for testing during the overall bus thermal balance testing, a separate test was conducted to verify the thermal design for the battery. This paper will discuss in detail, the test set up, test procedure, and results from this test. Additionally this paper will consider the methods taken to determine the heat dissipation of the battery during charge and discharge. It seems that the heat dissipation for Lithium Ion batteries is relatively unknown and hard to quantify. The methods used during test and the post test analysis to estimate the heat dissipation of the battery will be discussed.

Marley, Mike↗
NASA NTRS2010

Smart Power Supply for Battery-Powered Systems

A power supply for battery-powered systems has been designed with an embedded controller that is capable of monitoring and maintaining batteries, charging hardware, while maintaining output power. The power supply is primarily designed for rovers and other remote science and engineering vehicles, but it can be used in any battery alone, or battery and charging source applications. The supply can function autonomously, or can be connected to a host processor through a serial communications link. It can be programmed a priori or on the fly to return current and voltage readings to a host. It has two output power busses: a constant 24-V direct current nominal bus, and a programmable bus for output from approximately 24 up to approximately 50 V. The programmable bus voltage level, and its output power limit, can be changed on the fly as well. The power supply also offers options to reduce the programmable bus to 24 V when the set power limit is reached, limiting output power in the case of a system fault detected in the system. The smart power supply is based on an embedded 8051-type single-chip microcontroller. This choice was made in that a credible progression to flight (radiation hard, high reliability) can be assumed as many 8051 processors or gate arrays capable of accepting 8051-type core presently exist and will continue to do so for some time. To solve the problem of centralized control, this innovation moves an embedded microcontroller to the power supply and assigns it the task of overseeing the operation and charging of the power supply assets. This embedded processor is connected to the application central processor via a serial data link such that the central processor can request updates of various parameters within the supply, such as battery current, bus voltage, remaining power in battery estimations, etc. This supply has a direct connection to the battery bus for common (quiescent) power application. Because components from multiple vendors may have differing power needs, this supply also has a secondary power bus, which can be programmed a priori or on-the-fly to boost the primary battery voltage level from 24 to 50 V to accommodate various loads as they are brought on line. Through voltage and current monitoring, the device can also shield the charging source from overloads, keep it within safe operating modes, and can meter available power to the application and maintain safe operations.

Krasowski, Michael J.↗
NASA NTRS2006

Improved Control of Charging Voltage for Li-Ion Battery

The protocol for charging a lithium-ion battery would be modified, according to a proposal, to compensate for the internal voltage drop (charging current internal resistance of the battery). The essence of the modification is to provide for measurement of the internal voltage drop and to increase the terminal-voltage setting by the amount of the internal voltage drop. Ordinarily, a lithium-ion battery is charged at constant current until its terminal voltage attains a set value equal to the nominal full-charge potential. The set value is chosen carefully so as not to exceed the lithium-plating potential, because plated lithium in metallic form constitutes a hazard. When the battery is charged at low temperature, the internal voltage drop is considerable because the electrical conductivity of the battery electrolyte is low at low temperature. Charging the battery at high current at any temperature also gives rise to a high internal voltage drop. In some cases, the internal voltage drop can be as high as 1 volt per cell. Because the voltage available for charging is less than the terminal voltage by the amount of the internal voltage drop, the battery is not fully charged (see figure), even when the terminal voltage reaches the set value. In the modified protocol, the charging current would be periodically interrupted so that the zero-current battery-terminal voltage indicative of the state of charge could be measured. The terminal voltage would also be measured at full charging current. The difference between the full-current and zero-current voltages would equal the internal voltage drop. The set value of terminal voltage would then be increased beyond the nominal full-charge potential by the amount of the internal voltage drop. This adjustment would be performed repeatedly, in real time, so that the voltage setting would track variations in the internal voltage drop to afford full charge without risk of lithium plating. If the charging current and voltage settings were controlled by a computer, then this method of charge control could readily be implemented in software.

Timmerman, Paul↗
NASA NTRS2009

Performance Testing of Yardney Li-Ion Cells and Batteries in Support of Future NASA Missions

NASA requires lightweight rechargeable batteries for future missions to Mars and the outer planets that are capable of operating over a wide range of temperatures, with high specific energy and energy densities. Due to the attractive performance characteristics, Li-ion batteries have been identified as the battery chemistry of choice for a number of future applications. For example, JPL is planning to launch another unmanned rover mission to the planet Mars. This mission, referred to as the Mars Science Laboratory (MSL), will involve the use of a rover that is much larger than the previously developed Spirit and Opportunity Rovers for the 2003 Mars Exploration Rover (MER) mission, that are currently still in operation on the surface of the planet after more than five years. Part of the reason that the MER rovers have operated so successfully, far exceeding the required mission duration of 90 sols, is that they possess robust Li-ion batteries, manufactured by Yardney Technical Products, which have demonstrated excellent life characteristics. Given the excellent performance characteristics displayed, similar Li-ion batteries have been projected to successfully meet the mission requirements of the up-coming MSL mission. In addition to future missions to Mars, Li-ion technology is attractive for a number of other future NASA applications which require high specific energy, rechargeable batteries. To ascertain the viability of using Li-ion batteries for these applications, a number of performance validation tests have been performed on both Yardney cells and batteries of various sizes. These tests include mission simulation tests, charge and discharge rate characterization testing, cycle life testing under various conditions, and storage testing.

Smart, M. C.↗
NASA NTRS2018

Rechargeable Battery Auto-Cycler Requiring Lower Power and Dissipating Reduced Waste Heat

A battery charger system includes a power supply and a switch connected to the power supply wherein the switch has a first switch half and a second switch half. First and second batteries are selectively connected to the power supply via the switch. The first and second switch halves are moved between a plurality of operational positions to fully charge the first battery, discharge the first battery into the second battery, discharge the second battery into the first battery, and fully charge the second battery.

Hanson, Thomas David↗
DOE OSTI2020

Opportunities of Aqueous Manganese-Based Batteries with Deposition and Stripping Chemistry

Rechargeable aqueous manganese-based batteries have been attracting significant attention owing to their advantages of low cost, high safety, and ease of manufacturing, which are promising attributes for grid-scale energy storage applications. However, most traditional manganese-based batteries with solid-state conversion and intercalation reactions suffer from low capacity and poor long-term cycling stability. The recent novel storage mechanism based on cathode Mn 2+ /MnO 2 deposition/stripping chemistry has fundamentally tackled these issues, enabling a new generation of manganese-based batteries with superior electrochemical performance. Here, the recent advances in aqueous manganese-based batteries with the Mn 2+ /MnO 2 deposition/stripping chemistry are reviewed. Furthermore, a summary of the development of manganese-based batteries with different storage mechanisms is provided and new opportunities for the emerging Mn 2+ /MnO 2 chemistry in the latest generation are highlighted. Then, the current understanding of the Mn 2+ /MnO 2 charge storage mechanism and its potential in manganese-based batteries for large-scale energy storage applications is presented. Moreover, insights into opportunities and future directions for manganese-based batteries with the Mn 2+ /MnO 2 chemistry are proposed.

25 ENERGY STORAGE↗
DOE OSTI2021

Thermal runaway mechanism of lithium-ion battery with LiNi 0.8 Mn 0.1 Co 0.1 O 2 cathode materials

Battery safety is critical to the application of lithium-ion batteries, especially for high energy density battery applied in electric vehicles. In this paper, the thermal runaway mechanism of LiNi 0.8 Co 0.1 Mn 0.1 O 2 based lithium-ion battery is illustrated. And the reaction between cathode and flammable electrolyte is proved as the trigger of the thermal runaway accident. In detail, with differential scanning calorimeter tests for battery components, the material combination contributing to thermal runaway was decoupled. Characterization with synchrotron X-ray diffraction and transmission electron microscopy with in-situ heating proved that the vigorous exothermic reaction is initiated by the liberated oxygen species. The pulse of highly active oxygen species reacted quickly with the electrolyte, accompanied with tremendous heat release, which accelerated the phase transformation of charged cathode. Also, the mechanism is verified by a confirmatory experiment when the highly active oxygen species were trapped by anion receptor, the phase transformation of the charged cathode was inhibited. Clarifying the thermal runaway mechanism of LiNi 0.8 Co 0.1 Mn 0.1 based lithium-ion battery may light the way to battery chemistries of both high energy density and high safety.

25 ENERGY STORAGE↗
DOE OSTI2020

Safety issues of defective lithium-ion batteries: identification and risk evaluation

Lithium-ion batteries inevitably suffer minor damage or defects caused by external mechanical abusive loading, e.g. , penetration, deformation, and scratch without triggering a hard/major short circuit. The replacement of cells becomes a dilemma if the safety risk of the defective batteries remains unknown. Herein, by introducing a representative defect form, i.e. , screw indentation, we demonstrate the safety characteristics of defective batteries. We prove that defective batteries have a significantly increased thermal risk and deteriorated mechanical integrity, but can go undetected due to prompt voltage recovery and insignificant local temperature increase. We discover that the voltage curve within the first few cycles contains sufficient information to identify defective batteries from otherwise good ones and propose methodologies to monitor the cells. Capacity loss and current leakage are two characteristics that can be estimated using the voltage curve. According to the defect size and position, the capacity loss could be 1 to 10 2 mA h and the leakage current could be 5–50 mA. Results remove the barriers for defective battery safety risk evaluation, enabling identification, monitoring, and early warning of minor damaged batteries.

25 ENERGY STORAGE↗
DOE OSTI2025

Interface diagnostics platform for thin-film solid-state batteries

Understanding the impedances of battery materials and their interfaces remains a major challenge, usually addressed by electrochemical impedance spectroscopy (EIS) where frequency-dependent complex impedance of full battery cells is measured and then modeled by a network of connected electrical elements. As conventionally applied, this approach produces ambiguity in that (1) multiple different network configurations may fit the data convincingly and (2) the method offers no direct association of the electrical elements with physical features of the battery. Here we present a new methodology that resolves both sources of ambiguity, enabled by expanding the experimental scope to directly inform the configuration of elements and their parameters in the network model. We demonstrate this methodology using thin film fabrication of solid state battery devices patterned by shadow masked sputter deposition, so that diagnostic devices corresponding to individual interface and material components can be fabricated simultaneously with full cell batteries. EIS models for the diagnostic devices can then be connected to form full cell networks whose topology matches the well-known physical configuration of the battery. When connected in this way, the full network model – made from connecting the diagnostic device EIS models – fits the full cell EIS data. For the case of a thin film solid state battery composed of amorphous silicon anode, lithium phosphorus oxynitride (LiPON) solid electrolyte, and lithium vanadium oxide (Li x V 2 O 5 ) cathode, we show that the approach allows us to identify ionic impedance/conductivity of the cathode/electrolyte as a limiting impedance and the anode/electrolyte interface cycling instability as a primary degradation factor.

25 ENERGY STORAGE↗
DOE OSTI2021

Lithium-Ion Battery Supply Chain for E-Drive Vehicles in the United States: 2010–2020

Understanding the battery supply chain is particularly important for the strategic planning and development of a battery recycling infrastructure to secure critical materials supply and enable a circular economy. Argonne has been tracking plug-in electric vehicle (PEV) sales in the United States (U.S.) by make and model since December 2010, when the Chevrolet Volt and Nissan Leaf were first sold in the U.S. Building on detailed monthly sales data, this report summarizes the manufacturing and production locations of lithium-ion (Li-ion, or LIB) battery cells and packs by make and model for PEVs sold in the U.S. from 2010 to 2020. It also summarizes the annual and cumulative Li-ion battery capacity installed in hybrid electric vehicles (HEVs) sold in the U.S. Overall, there are about 20 different battery cell and pack manufacturers, which are currently supplying about 20 gigawatt-hours (GWh) of batteries annually for the U.S. PEV market. Panasonic and LG Chem are the largest cell suppliers to the U.S. market. Beyond the U.S, South Korea and Japan are major countries supplying PEV batteries to the U.S. market.

25 ENERGY STORAGE↗
DOE OSTI2021

Battery Performance, Thermal, and Life Modeling for Southern California Edison (Cooperative Research and Development Final Report)

The objective of this project is to develop battery performance models, thermal models and life models for SCE to use in simulation and analysis of grid services involving energy storage. NREL will fit the models to three separate chemistries using test data provided by SCE. The dataset for each chemistry will include electrical, thermal and aging response to different temperatures and cycling conditions, measured under a variety of cell-level and module-level experiments described in SCE test protocol documents. Once tuned to a test dataset, the battery system model software will provide predictions of battery energy and power loss, and thus cycle and calendar life, for any energy storage grid service power profile of interest to SCE. The automated battery life modeling and simulation tool can also be applied to any other grid battery systems as long as necessary input data is available to accelerate battery model development and battery lifetime analysis.

25 ENERGY STORAGE↗
DOE OSTI2024

Cost Competitive Process of Battery Grade Oxides Preparation from Aged LIBS

The increasing demand for lithium-ion batteries (LIBs ) is driving development of advanced recycling and refining methods. In this project, new cathode active materials are prepared from recycled lithium battery materials and subsequently electrochemically evaluated in coin cells. In detail, scrap LIBs were mechanically processed into a metal rich black mass, then reductive acid leached into an aqueous metal solution, and finally high-purity metal hydroxide precursor materials were prepared by selective electrochemical flow precipitation. Closed-loop LIB recycling into active electrode materials will enable US manufacturers to break their reliance on foreign sources of critical materials. For example, electroextraction process used here has potential to significantly reduce chemical & water use as compared to traditional metallurgic techniques. To this end, electroextracted materials refined from used batteries were collected and processed to be tested as precursor cathode active material (pCam).During this project ,samples of high-purity recycled NMC hydroxide (~2kg each) were received from Nth Cycle. In the first received batch some impurities like cadmium, calcium, and sodium are present in quantities that would negatively impact battery performance. Nth Cycle indicated that the impurities such as cadmium are present due to poor battery separation and co-shredding of NiCd batteries with with LIB. Cadmium was not present in the two subsequent batches as Nth Cycle processed cadmium free black mass. Thus, effective recycled battery sorting is critical to closed-loop LIB recycling into active electrode materials.

99 GENERAL AND MISCELLANEOUS↗