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Energy Storage Technologies for Microgrids
Published in Stephen A. Roosa, Fundamentals of Microgrids, 2020
Lithium-ion (LI) batteries exchange lithium ions (Li+) between the anode and cathode, both of which are made using lithium intercalation compounds [16]. For example, lithium cobalt oxide (LiCoO2), originally introduced in the 1980s, was the active positive material in the original LI battery designs [16]. Advantages of LI batteries include higher specific energy, lighter weights, higher energy, and more power density compared to other battery technologies, ability to provide high-power discharge capability, excellent round-trip efficiency, a relatively long lifetime, and a low self-discharge rate [16]. The lifecycle of LI batteries varies widely depending on cell design and operating conditions, ranging from 500 to 20,000 full cycles depending on the physical design and type of technology used [16]. Lithium-ion batteries offer good charging performance at cooler temperatures and provide fast-charging within a temperature range of 5°C to 45 °C (41°F to 113°F) [18]. Prismatic LI batteries are among the largest types. They are used for electric vehicles and in applications previously supported by lead-acid batteries including backup power and off-grid telecom systems [19]. For renewable energy storage, large-format prismatic lithium iron phosphate (LiFePO4) batteries are often used [19].
Modular Systems for Energy and Fuel Storage
Published in Yatish T. Shah, Modular Systems for Energy Usage Management, 2020
Ioakimidis et al. [59] indicated that the lithium iron phosphate (LiFePO4) battery is becoming the favored choice of electrochemical energy storage for EVs and hybrid vehicles (HVs) due to its high energy density and low self-discharge. However, battery operating temperature plays a vital role in the reliability, lifespan, safety, and performance of EVs and HVs. Battery thermal management system (BTMS) must keep the operating temperature of the battery pack between 20°C and 40°C in order to achieve good performance and long lifespan. To this day, this task remains a challenging subject for the EV development. BTMS consumes energy from the onboard battery pack, thus reducing the range of the vehicle. In order to reduce this adverse impact, this paper presents a novel approach that takes advantage of the non-uniform surface distribution of Li-ion battery cell, which results from complex reactions inside the cell. First, Li-ion hotspots were identified and found next to the positive and negative tabs. Then, thermoelectric coolers (TECs) are mounted next to the tabs and in the center of the Li-ion battery. The control circuit is designed to turn on and off TECs in order to reduce the parasitic power feeding the BTMS. Experimental results show the feasibility of this system.
The Electric Fuel Tank
Published in Patrick Hossay, Automotive Innovation, 2019
The ongoing challenge of thermal and structural instability has led to a more significant shift in cathode composition with the development of lithium iron phosphate batteries (LiFePO4 or LFP). Very stable, due to a dense tetrahedral crystal (or olivine) structure, LFPs offer excellent safety and have defined a leading presence in electric car innovation and research.14 In addition to offering greater stability, the replacement of problematic metals with iron means an improved environmental profile and lower cost. While the battery offers good power density, the principle challenge is a lower energy density tied to the lower cell voltage of 3.2 volts. However, coating the cathode with a single-molecule-thick lattice network of carbon atoms, called graphene, enhances the surface area and conductivity and can help address this weakness.15 In the future, a possibly better answer may come from work on a lithium manganese phosphate (LiMnPO4) battery that shares a similar olivine structure, and so similar stability, but with a cell voltage of 4 V (Table 6.2).16
Lithium iron phosphate batteries recycling: An assessment of current status
Published in Critical Reviews in Environmental Science and Technology, 2021
Federica Forte, Massimiliana Pietrantonio, Stefano Pucciarmati, Massimo Puzone, Danilo Fontana
Olivine-type lithium iron phosphate (LiFePO4, LFP) batteries were first synthesized in 1996 (Padhi et al., 1997) and have gained considerably in importance in some applications such as energy storage, electronic equipment and EVs due to their characteristics of low raw material costs, long life span, thermal stability, non-toxicity, reduced fire hazards and excellent electrochemical performance (Takahashi et al., 2002; Yuan et al., 2011; Zhang et al., 2012). LFP batteries are a source of strategic materials due to the presence of lithium, graphite and phosphorus, the latest two being included in the list of critical raw materials by the European Commission (SWD, 2018).
CubeSat project: experience gained and design methodology adopted for a low-cost Electrical Power System
Published in Automatika, 2022
Kamel Djamel Eddine Kerrouche, Abderrahmane Seddjar, Nassima Khorchef, Sidi Ahmed Bendoukha, Lina Wang, Abdelkader Aoudeche
Chin et al. summarized in [44] descriptive COTS battery technologies, as presented in Table 4, according to their maximum discharge rate capability and nominal capacity. In [45], performances of CubeSat battery technologies, expected in the LEO application, have been tested and compared. When using a Li-Ion battery based on the nanophosphate technology, it is important to take into account the actual orbit conditions. It has been noticed, for Lithium Iron Phosphate (LiFePO4), that the degradation rate, especially at lower temperatures, is much less than the other technologies and it outperforms them.