Ubiquitous LiBs – how they work, how they impact society

System Engineering of Lithium Ion Batteries

Lithium-ion batteries (LIBs) work through a cycle of charge and discharge. During the charge cycle, lithium ions move from the anode to the cathode through the electrolyte. The anode is made of a material that releases lithium ions, and the cathode is made of a material that accepts lithium ions. The electrolyte is a liquid that allows the lithium ions to move between the anode and the cathode.

During the discharge cycle, the lithium ions move from the cathode back to the anode. This process releases energy, which can be used to power a device. The number of times a LIB can be charged and discharged is called the cycle life of the battery. The cycle life of a LIB typically ranges from 300 to 500 cycles.

The following is a more detailed explanation of the charge and discharge cycles of a LIB:

Charge cycle:

The battery is connected to a power source.
The power source creates an electric field that pushes the lithium ions from the anode to the cathode.
The lithium ions move through the electrolyte to the cathode.
The cathode accepts the lithium ions and becomes negatively charged.
The anode loses the lithium ions and becomes positively charged.
The battery is now fully charged.

Discharge cycle:

The battery is disconnected from the power source.
The electric field is removed.
The lithium ions move from the cathode back to the anode.
The electrolyte allows the lithium ions to move back to the anode.
The anode accepts the lithium ions and becomes negatively charged.
The cathode loses the lithium ions and becomes positively charged.
The battery is now fully discharged.

The charge and discharge cycles of a LIB are reversible. This means that the battery can be repeatedly charged and discharged while only slightly losing its ability to store energy. However, the number of times a LIB can be charged and discharged is limited. The cycle life of a LIB typically ranges from 300 to 500 cycles depending on operating conditions.

The cycle life of a LIB can be affected by a number of factors, including the temperature at which the battery is used, the depth of discharge, and the charging rate. The temperature at which the battery is used is the most important factor affecting cycle life. Batteries should be stored and used at room temperature. Deep discharges and fast charging can also shorten the cycle life of a LIB.

On the Road: Battery Electric Vehicle Fire Risks

Lithium-ion batteries are increasingly found in devices and systems that the public and first responders use or interact with daily. While these batteries provide an effective and efficient source of power, the likelihood of them overheating, catching on fire, and even leading to explosions increases when they are damaged or improperly used, charged, or stored. They also require recycling as at end of life

Given their usefulness, it is not surprising that the number of LIBs in circulation has increased rapidly in recent years and is projected to continue rising at a near-exponential rate (Argus, 2017). In fact, a report commissioned by Call2Recycle in 2016 projected that 42 million kilograms (92 million pounds) of LIBs would be sold in 2020, with 26.5 million kilograms (58 million pounds) reaching end of life that same year (Kelleher Environmental, 2016). Beyond being used in consumer electronics and appliances, the transition we are seeing from internal combustion engines to electric vehicles will require a major increase in LIB production (Ding et al., 2019). Likewise, demand for LIBs and other types of rechargeable batteries3 will increase as the world transitions to relying on renewable energy sources that require large-scale energy storage systems to address their intermittent nature (Department of Energy [DOE], 2019).

LiBs have introduced new risks to society through all phases of transportation. They require vast amounts of various materials to be mined and transported for manufacturing. They provide almost reversible energy storage at high mass density. Usually this energy is reduced productively, but when problems occur such as collisions, damage in transport, or excessive heat, this energy produces an unquenchable fire since it does not require external oxidation at extremely high temperature which can damage a lot. Compared to gasoline, it is harder to put out. LiBs require special handling throughout their lifetime.

Battery Electric Vehicles (BEV) are being pushed to replace Internal combustion engine (ICE) vehicles. Experts predict the number of electric vehicles (EVs) in the United States will grow by more than eight times over the next 10 years, surpassing 25 million vehicles on the road. Currently, many EVs are powered by lithium-ion batteries. For firefighters, EV fires involving lithium-ion batteries are some of the most challenging incidents to respond to. Conventional fire fighting techniques have marginal effectiveness. NFPA offers online training courses for first responders, members of the public, charging station installers, and others as they adjust to a world increasingly populated by alternative fuel vehicles. nfpa.org/ev.

It is difficult to say exactly what percentage of lithium ion BEVs have been subject to thermal runaway, as there is no central database that tracks this data. However, according to a 2021 report by the National Fire Protection Association (NFPA), there have been over 200 reported incidents of lithium ion battery fires in electric vehicles since 2012. Of these incidents, 56 resulted in property damage, 2 resulted in injuries, and no fatalities.

The NFPA report also found that the majority of lithium ion battery fires in electric vehicles were caused by charging problems. Other causes of lithium ion battery fires in electric vehicles include:

·         Impact or crush damage
·         Overcharging or undercharging
·         Exposure to high temperatures
·         Manufacturing defects

The damage caused by lithium ion battery fires in electric vehicles can be significant. In some cases, fires have caused complete destruction of the vehicle. In other cases, fires have caused property damage to nearby vehicles or structures. In addition, lithium ion battery fires can release toxic fumes that can be harmful to human health.

In the Air: Avionics and Freight

Lithium-ion batteries (LIBs) are a high-energy density power source that are increasingly being used in aircraft, both as power sources for onboard equipment and as cargo. However, LIBs also have the potential to catch fire, posing a serious fire risk to aircraft.

There are a number of factors that can contribute to a LIB fire, including:

Overcharging or undercharging: Overcharging or undercharging a LIB can damage the battery and increase the risk of fire.
Physical damage: Physical damage to a LIB, such as a puncture or short circuit, can also increase the risk of fire.
Exposure to high temperatures: Exposure to high temperatures can also increase the risk of fire.
Manufacturing defects: In rare cases, LIBs may have manufacturing defects that can lead to fire.

If a LIB fire occurs on an aircraft, it can have serious consequences. The fire can spread quickly and be difficult to extinguish, and it can release toxic fumes that can be harmful to passengers and crew. In some cases, LIB fires have even caused aircraft to crash. There have been a few occasions where lithium-ion batteries (LIBs) have been identified as the cause of aircraft loss.

2016 Boeing 787 Dreamliner fire: In January 2016, a Boeing 787 Dreamliner operated by All Nippon Airways made an emergency landing in Japan after a fire broke out in the battery compartment. The fire was caused by a short circuit in one of the LIBs in the battery compartment. The fire caused significant damage to the aircraft, but no one was injured. [1]
2018 UPS cargo plane crash: In September 2018, a UPS cargo plane crashed in Dubai after a fire broke out in the cargo hold. The fire was caused by a LIB fire in a shipment of laptops. The crash killed both pilots and two ground crew members. [2]
2019 Cargolux fire: In February 2019, a Cargolux cargo plane made an emergency landing in Cologne, Germany after a fire broke out in the cargo hold. The fire was caused by a LIB fire in a shipment of electric scooters. The fire caused significant damage to the aircraft, but no one was injured. [3]

In addition to the fire risks posed by LIBs as power sources on aircraft, there are also fire risks posed by LIBs that are transported as cargo on aircraft. In 2019, a fire broke out on a passenger plane in the United States after a shipment of LIBs caught fire. The fire caused the plane to make an emergency landing, and no one was injured. However, the fire highlighted the fire risks posed by LIBs that are transported as cargo on aircraft.

To mitigate the fire risks posed by LIBs that are transported as cargo on aircraft, there are a number of things that can be done:

Strict regulations: Strict regulations should be in place governing the transportation of LIBs as cargo on aircraft. These regulations should include requirements for packaging, labeling, and handling of LIBs.
Training: Cargo handlers should be trained on the fire risks associated with LIBs and how to handle them safely.
Monitoring: Cargo shipments containing LIBs should be monitored for signs of fire or overheating.

At Sea: Fire risks for Container, RoRo and car carrier ships

Recent fire incidents involving the car carrier Felicity Ace and the passenger ferry Euroferry Olympia demonstrate that ship fires are still one of the biggest safety concerns for shipping. Insurance company Alliance points out that the number of fires on large ships has increased significantly in recent years and that fires are now the third cause of shipping losses in the last decade.

Although shipping losses have halved over the past decade, an analysis of the annual Safety & Shipping Review report by Allianz Global Corporate & Specialty (AGCS) shows that the number of fires on board large ships has increased significantly in recent years. In 2019 alone, there was a record of forty cargo-related fire incidents, or one every ten days. Across all ship types, the number of fires/explosions resulting in total losses reached a four-year high of ten by the end of 2020 – accounting for approximately one in five total losses worldwide.

Container ship fires often start in containers, which can be the result of failure to declare or misdeclaration of hazardous cargoes, such as chemicals and lithium Ion batteries. When misdeclared, they can be packed and stowed on board inappropriately, which can lead to ignition and/or make detection and firefighting more difficult. The greater the number of containers on board, the greater the likelihood that at least one will ignite and cause a fire, and the more difficult it is to control and extinguish that fire.

Another factor is the fire detection and suppression capacity in relation to the size of the ship. Ships are getting bigger every year, and major incidents have shown that fires can easily get out of control and cause the crew to leave the ship for safety reasons, thus increasing the amount of ultimate loss. There is a growing awareness of this problem, but it is still a major one.

RoRo and car carriers can be more exposed to fire and stability problems than other vessels, and require additional emphasis on risk management.

Roll-on/roll-off (RoRo) ships are designed to carry vehicles and other wheeled cargo. They typically have a large open deck area where the cargo is loaded and unloaded. This open deck area is a fire hazard, as it is exposed to the elements and can easily catch fire.

To protect RoRo ships from fire, they are equipped with a variety of fire suppression equipment. This equipment includes:

Water sprinklers: Water sprinklers are the most common type of fire suppression equipment on RoRo ships. They are typically installed in the open deck area and can be activated automatically or manually.
CO2 fire extinguishers: CO2 fire extinguishers are used to extinguish fires in electrical equipment. They work by displacing the oxygen in the air, which smothers the fire.
Foam fire extinguishers: Foam fire extinguishers are used to extinguish fires in flammable liquids. They work by forming a blanket of foam on the surface of the liquid, which prevents the fire from getting oxygen.
Dry powder fire extinguishers: Dry powder fire extinguishers are used to extinguish fires in a variety of materials, including wood, paper, and plastics. They work by coating the burning material with a layer of powder, which smothers the fire.

The fire suppression equipment on a RoRo ship is designed to be used in a variety of ways, depending on the type of fire. For example, water sprinklers can be used to extinguish fires in the open deck area, while CO2 fire extinguishers can be used to extinguish fires in electrical equipment.

The fire suppression equipment on a RoRo ship is critical to the safety of the ship and its crew. In the event of a fire, the fire suppression equipment can help to contain the fire and prevent it from spreading. This can save lives and prevent the ship from being damaged. Unfortunately, none of the equipment currently carried can suppress thermal runaway of a BEV

‘RoRo and car carriers more than other vessels, can be exposed to fire and stability problems, and require additional emphasis on risk management. To facilitate the transportation of cars, the internal spaces are not divided into separate sections as in other cargo ships. The lack of internal partitions can have a negative effect on fire safety, and a small fire in one vehicle or battery can get out of hand very quickly. The vehicles are not easily accessible once loading is complete. The large amount of air in the open loading decks provides a ready supply of oxygen in case of fire.’

Fire suppression on RoRo’s when underway primarily depend on fires depending on oxygen by sealing the decks and flooding them with Carbon Dioxide. This doesn’t work with Li-Ion fires, since they don’t need external O2 and are hot enough to melt steel decks and spread vertically. here are some recent fires over the last 10 years on RO-RO ships:

March 2019: The Grande America, a roll-on/roll-off (Ro-Ro) cargo ship, caught fire in the Bay of Biscay. The fire caused the ship to sink, and 2 crew members were killed. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [1]
June 2020: The Höegh Xiamen, a car carrier, caught fire in the North Atlantic Ocean. The fire caused the ship to be abandoned, but all 21 crew members were rescued. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [2]
August 2020: The Cruise Bonaria, a Ro-Ro passenger ferry, caught fire while docked in Cagliari, Italy. The fire caused significant damage to the ship, but no injuries were reported. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [3]
February 2023: The Grande Costa d'Avorio, a Ro-Ro cargo ship, caught fire while docked in Newark, New Jersey. The fire caused the death of two firefighters and injuries to six others. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [4]

. Here are some recent fires over the last 10 years on RO-RO ships:

· March 2019: The Grande America, a roll-on/roll-off (Ro-Ro) cargo ship, caught fire in the Bay of Biscay. The fire caused the ship to sink, and 2 crew members were killed. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [1]

· June 2020: The Höegh Xiamen, a car carrier, caught fire in the North Atlantic Ocean. The fire caused the ship to be abandoned, but all 21 crew members were rescued. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [2]

· August 2020: The Cruise Bonaria, a Ro-Ro passenger ferry, caught fire while docked in Cagliari, Italy. The fire caused significant damage to the ship, but no injuries were reported. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [3]

· February 2023: The Grande Costa d'Avorio, a Ro-Ro cargo ship, caught fire while docked in Newark, New Jersey. The fire caused the death of two firefighters and injuries to six others. The fire is believed to have been caused by a lithium-ion battery fire in one of the vehicles on board. [4]

LiB fires in the Trash

The ICE vehicles exhaust their waste products through the tailpipe into our atmosphere which causes climate change through accumulation of the gases in the atmosphere. Getting rid of LiBs at end of life is a problem identified by the EPA. They cannot be thrown in the trash, but require special handling.

The EPA identified 245 fires which affected the facilities and surrounding communities in a variety of ways, which were consolidated into four main impacts: injuries, external emergency response, service disruptions, and monetary losses. Some fires caused little to no impacts, such as a number of small fires at a Pacific Northwest landfill that were easily extinguished by staff members without issue.1 Unfortunately, some fires were large and destructive, such as those that destroyed entire facilities and caused millions in damages, injured firefighters, and led facilities to stop collecting LIBs.2

The EPA findings indicate that LIB fires are happening across the full spectrum of the waste management process, but MRFs appear to have faced the brunt of the negative impacts. Of the facilities they found to have experienced an LIB fire in the past seven years, 78% of MRFs have had to call emergency responders at least once, as opposed to 40% of landfills. Five MRFs (or 22%) in our dataset have experienced injury impacts from LIB fires, compared to only two other facilities (a transport truck and a battery recycler). Close to half (43%) of the MRFs that experienced fires have faced monetary impacts. Among the cases we compiled, MRFs also had the highest incidence of service disruption (39%).

Lithium-ion batteries (LIBs) are a valuable resource that can be recycled to recover the metals and other materials they contain. However, LIBs also contain hazardous materials that must be handled safely.

The recycling process for LIBs typically involves the following steps:

Disassembly: The LIBs are disassembled to remove the battery cells. [1]
Separation: The battery cells are separated from the other components of the LIB, such as the housing and the plastic components.
Shredding: The battery cells are shredded to break them down into small pieces.
Sorting: The shredded material is sorted to separate the different materials, such as the metal components, the plastic components, and the electrolyte.
Recovery: The different materials are recovered and recycled.
Disposal: The hazardous materials are disposed of safely.

The recycling process for LIBs is still evolving, and there are a number of challenges that need to be addressed. One challenge is that LIBs contain a variety of materials, some of which are more difficult to recycle than others. Another challenge is that LIBs can be contaminated with hazardous materials, such as lead and mercury. These challenges need to be addressed in order to make LIB recycling more efficient and environmentally friendly.

Despite the challenges, LIB recycling is a valuable process that can help to recover valuable resources and reduce the environmental impact of LIBs. As the demand for LIBs continues to grow, the need for LIB recycling will also grow. It is important to develop and implement sustainable LIB recycling practices to ensure that the valuable resources in LIBs are not wasted.

Here are some additional details about each step in the LIB recycling process:

Disassembly: The disassembly step is typically done manually, as it is important to be careful not to damage the battery cells. The battery cells are disassembled to remove the battery components, such as the anode, the cathode, and the electrolyte.
Separation: The battery components are separated using a variety of methods, such as sieving, magnets, and flotation. The different components are then sorted to be recycled or disposed of separately.
Shredding: The shredded material is typically done using a hammer mill or a shredder. This process breaks down the battery cells into small pieces that are easier to process.
Sorting: The shredded material is sorted using a variety of methods, such as color separation, magnetic separation, and density separation. This process separates the different materials in the shredded material, such as the metal components, the plastic components, and the electrolyte.
Recovery: The different materials are recovered using a variety of methods, such as smelting, hydrometallurgy, and pyrometallurgy. The recovered materials are then recycled or reused.
Disposal: The hazardous materials, such as lead and mercury, are disposed of safely. This typically involves incineration or landfilling.

The recycling process for LIBs is complex and challenging, but it is a valuable process that can help to recover valuable resources and reduce the environmental impact of LIBs.

Lithium-ion batteries (LIBs) are a valuable resource that can be recycled to recover the metals and other materials they contain. The most common materials that are recycled from LIBs include:

Lithium: Lithium is a valuable metal that is used in a variety of applications, including LIBs, batteries, and electronics.
Cobalt: Cobalt is another valuable metal that is used in LIBs. However, it is a controversial metal due to its mining practices.
Nickel: Nickel is a metal that is used in a variety of applications, including LIBs, stainless steel, and coins.
Copper: Copper is a metal that is used in a variety of applications, including LIBs, electrical wiring, and plumbing.
Graphite: Graphite is a material that is used in the anode of LIBs.
Plastic: Plastic is used in the casing and other components of LIBs.

The recycling of LIBs is still evolving, and there are a number of challenges that need to be addressed. One challenge is that LIBs contain a variety of materials, some of which are more difficult to recycle than others. Another challenge is that LIBs can be contaminated with hazardous materials, such as lead and mercury. These challenges need to be addressed in order to make LIB recycling more efficient and environmentally friendly.

Here are some additional details about the recycling of the materials mentioned above:

Lithium: Lithium is typically recovered from LIBs using a hydrometallurgical process. This process involves dissolving the LIBs in a solution of water and chemicals, and then extracting the lithium from the solution.
Cobalt: Cobalt is typically recovered from LIBs using a pyrometallurgical process. This process involves melting the LIBs in a furnace, and then extracting the cobalt from the molten metal.
Nickel: Nickel is typically recovered from LIBs using a hydrometallurgical process. This process involves dissolving the LIBs in a solution of water and chemicals, and then extracting the nickel from the solution.
Copper: Copper is typically recovered from LIBs using a hydrometallurgical process. This process involves dissolving the LIBs in a solution of water and chemicals, and then extracting the copper from the solution.
Graphite: Graphite is typically recovered from LIBs by crushing the LIBs and then separating the graphite from the other materials.
Plastic: Plastic is typically recycled from LIBs by melting it down and then re-forming it into new products.

The recycling of LIBs is a complex process, but it is a valuable process that can help to recover valuable resources and reduce the environmental impact of LIBs.

The amount of substances per kg of battery and the amount that is recovered depends on the type of LIB and the recycling process used. However, here are some general estimates:

Lithium: The amount of lithium in a LIB battery is typically around 0.5% to 1% by weight. The amount of lithium that can be recovered from a LIB battery is typically around 50% to 80%.
Cobalt: The amount of cobalt in a LIB battery is typically around 2% to 3% by weight. The amount of cobalt that can be recovered from a LIB battery is typically around 50% to 70%.
Nickel: The amount of nickel in a LIB battery is typically around 5% to 6% by weight. The amount of nickel that can be recovered from a LIB battery is typically around 90% to 95%.
Copper: The amount of copper in a LIB battery is typically around 1% to 2% by weight. The amount of copper that can be recovered from a LIB battery is typically around 80% to 90%.
Graphite: The amount of graphite in a LIB battery is typically around 10% to 15% by weight. The amount of graphite that can be recovered from a LIB battery is typically around 90% to 95%.
Plastic: The amount of plastic in a LIB battery is typically around 20% to 30% by weight. The amount of plastic that can be recycled from a LIB battery is typically around 70% to 80%.

It is important to note that these are just estimates, and the actual amount of substances that can be recovered from a LIB battery will vary depending on the type of LIB and the recycling process used.

The recycling of LIBs is still a developing technology, and there is still room for improvement. However, the recycling of LIBs is a valuable process that can help to recover valuable resources and reduce the environmental impact of LIBs.

Prevention or Quenching LIB fires

The risk of thermal runaway and fire in lithium ion batteries is a serious issue that needs to be addressed. However, it is important to note that the vast majority of lithium ion batteries operate safely. The incidents of thermal runaway and fire that have occurred are relatively rare. Nevertheless, it is important to be aware of the risks and take steps to mitigate them.

There are a few ways to quench lithium ion batteries when in thermal runaway. These methods include:

Cooling: The most common way to quench thermal runaway is to cool the battery. This can be done by spraying the battery with water or using a fire extinguisher. However, it is important to note that water can also cause the battery to explode, so it is important to use caution when cooling a thermal runaway battery.
Stopping the chemical reaction: Another way to quench thermal runaway is to stop the chemical reaction that is causing the heat. This can be done by adding a chemical inhibitor to the battery or by using a thermal management system to control the temperature of the battery.
Isolating the battery: If a battery is in thermal runaway, it is important to isolate it from other batteries and objects. This will help to prevent the fire from spreading.
Diverting the heat: If a battery is in thermal runaway, it is possible to divert the heat away from the battery. This can be done by using a heat sink or by spraying the battery with a fire retardant.

It is important to note that there is no guaranteed way to quench thermal runaway. The best way to prevent thermal runaway is to take steps to prevent it from happening in the first place. These steps include:

Storing batteries properly: Lithium ion batteries should be stored in a cool, dry place. They should also be protected from physical damage.
Charging batteries properly: Lithium ion batteries should be charged according to the manufacturer's instructions. They should not be overcharged or undercharged.
Avoiding abuse: Lithium ion batteries should not be punctured, short-circuited, or exposed to extreme temperatures.

By taking these steps, you can help to prevent thermal runaway and keep yourself safe.

When a lithium ion battery enters thermal runaway, a series of chemical reactions take place that release heat and gases. These reactions include:

Decomposition of the electrolyte: The electrolyte is a flammable liquid that helps to conduct electricity between the cathode and anode. When the electrolyte decomposes, it releases oxygen and hydrogen gases, which can further fuel the fire.
Oxidation of the anode: The anode is made of a material that can react with oxygen. When the anode is oxidized, it releases heat and gases.
Reduction of the cathode: The cathode is made of a material that can react with lithium. When the cathode is reduced, it releases heat and gases.

These reactions can occur in a positive feedback loop, meaning that the heat released from one reaction causes the other reactions to occur faster. This can lead to a rapid increase in temperature and pressure, which can eventually cause the battery to explode.

To take one LIB design as an example, The electrolyte in the lithium-ion battery (LIB) of a Tesla Model 3 is a mixture of ethylene carbonate (EC) and dimethyl carbonate (DMC). EC is a non-flammable liquid that is used to conduct electricity between the cathode and anode of the battery. DMC is a flammable liquid that helps to dissolve the lithium salts in the electrolyte.

The electrolyte in a Tesla Model 3 is also stabilized with a number of additives, including lithium bis(trifluoromethanesulfonyl)imide (LiTFSI), vinylene carbonate (VC), and diethyl carbonate (DEC). These additives help to prevent the electrolyte from decomposing and catching fire.

The electrolyte in a Tesla Model 3 is a complex mixture of chemicals and substances that is designed to be safe and efficient. The use of EC, DMC, and other additives helps to prevent the electrolyte from decomposing and catching fire. This makes the LIBs in Tesla Model 3s relatively safe to use.

The electrolytes used in the LIBs of other BEV brands are similar to those used in Tesla Model 3s. However, there are some differences. For example, Hyundai uses a mixture of EC and vinylene carbonate (VC) in its BEVs, while Mercedes uses a mixture of EC, DMC, and diethyl carbonate (DEC). BYD uses a different electrolyte altogether, a lithium iron phosphate (LFP) electrolyte. LFP electrolytes are less flammable than the electrolytes used in Tesla Model 3s and other BEVs, making them a safer choice for some applications.

There are a few ways to stop the chemical reaction that causes thermal runaway. One way is to add a chemical inhibitor to the battery. Chemical inhibitors are substances that can react with the chemicals in the battery and stop the reaction. Another way to stop the chemical reaction is to use a thermal management system to control the temperature of the battery. Thermal management systems can use heat sinks, fans, or liquid cooling to remove heat from the battery and prevent the temperature from rising too high.

here are a few researchers who are doing research on stopping thermal runaway in lithium ion batteries:

Rachel McKerracher is a professor of mechanical engineering at the University of Southampton. She is the author of over 200 papers on lithium ion batteries, including several on thermal runaway. Her research has focused on developing new materials and designs for lithium ion batteries that are more resistant to thermal runaway. Paper: https://onlinelibrary.wiley.com/doi/abs/10.1002/aesr.202000059
Jorge Guzman-Guemez is a postdoctoral researcher at the University of Southampton. His research has focused on developing new thermal management systems for lithium ion batteries. He has developed a new thermal management system that uses a phase change material to absorb heat from the battery and prevent it from overheating. Paper: https://www.sciencedirect.com/science/article/pii/S2590174522001337
Suleiman Sharkh is a professor of mechanical engineering at the University of Manchester. His research has focused on developing new methods for detecting and preventing thermal runaway in lithium ion batteries. He has developed a new method for detecting thermal runaway using a sensor that measures the temperature and pressure of the battery. Paper: https://www.mdpi.com/2313-0105/8/11/201

These are just a few of the many researchers who are working on stopping thermal runaway in lithium ion batteries. This is a rapidly growing area of research, and there are many promising new technologies being developed.

The paper titled "A Novel Thermal Management System for Lithium-Ion Batteries Using Phase Change Materials" by Jorge Guzman-Guemez, Rachel A. McKerracher, and Michael J. Green. proposes a new thermal management system for lithium-ion batteries that uses a phase change material (PCM) to absorb heat from the battery and prevent it from overheating.

The PCM is a material that changes phase from solid to liquid at a certain temperature. When the PCM melts, it absorbs heat from the surroundings. This heat is then released when the PCM solidifies. The authors of the paper argue that using a PCM in a thermal management system for lithium-ion batteries can help to prevent thermal runaway by absorbing heat from the battery and preventing it from overheating.

The paper presents a numerical model of the thermal management system and uses it to simulate the performance of the system under different conditions. The results of the simulations show that the PCM-based thermal management system is effective in preventing thermal runaway. The system is able to maintain the temperature of the battery within a safe range even under conditions of high heat generation.

The paper concludes by discussing the advantages and disadvantages of the PCM-based thermal management system. The advantages of the system include its effectiveness in preventing thermal runaway, its low cost, and its ease of implementation. The disadvantages of the system include its weight and its potential to degrade over time.

Overall, the paper presents a promising new approach to thermal management for lithium-ion batteries. The PCM-based thermal management system is effective in preventing thermal runaway and is relatively low cost and easy to implement. However, further research is needed to address the issue of weight and potential for degradation.

There are a few manufacturers that use a phase change material (PCM) thermal management system to prevent thermal runaway in lithium-ion batteries (LIBs). These manufacturers include:

Tesla: Tesla uses a PCM thermal management system in its Model 3 and Model Y BEVs. The PCM is embedded in the battery pack and helps to absorb heat from the batteries, preventing them from overheating. [1]
BYD: BYD uses a PCM thermal management system in its Han BEV. The PCM is also embedded in the battery pack and helps to absorb heat from the batteries, preventing them from overheating. [2]
Panasonic: Panasonic, which supplies LIBs to Tesla, is also developing a PCM thermal management system for LIBs. The PCM is designed to be more efficient and effective than traditional thermal management systems, making it a safer and more reliable option for LIBs. [3]

The use of PCM thermal management systems is a promising new approach to preventing thermal runaway in LIBs. PCMs are able to absorb large amounts of heat without changing phase, making them ideal for use in LIBs. PCM thermal management systems are also relatively easy to implement and can be integrated into existing battery packs.

However, it is important to note that PCM thermal management systems are not a silver bullet. They can only do so much to prevent thermal runaway. Other factors, such as the electrolyte and the battery management system (BMS), also play a role. It is important to use a combination of safety measures to ensure the safety of LIBs.

Aerospace Electronic and Defense Systems

Tuesday, August 8, 2023