Suchergebnisse

One of the areas for improving military tracked and wheeled vehicles is considered, nmely the use a hybrid power plant. A problem is determining the effectiveness of using a hybrid power plant in military vehicles. An analysis of foreign samples the military tracked and wheeled vehicles with an integrated hybrid power plant and their technical characteristics is carried out. A selection of traction electrical equipment for the construction a hybrid power plant for a tank and an armored personnel carrier was made. The technical characteristics of traction electric motors are considered: SUMO HD HV3500-9P company DANA (Canada), EMRAX 348 company Enstroj (Slovenia); traction Li-ion battery company WB Electronic (Poland), SUMO HP HV900-3P motor generator (LSG130 generator) DANA company (Canada).A study was done on the composing а components of the hybrid power plant in engine and transmission compartment and the hull of the T-72 tank, BMT-72 heavy infantry fighting vehicle and BTR-4MV1 armored personnel carrier. The study was conducted by modeling and comparative analysis. The simulation was carried out in a computer-aided design system Creo Parametric 2.0.As a result of the study, the technical characteristics of the BMT-72 and BTR-4MV1 products were determined with the introduction of a hybrid power plant on them. It was found that the use of a hybrid power plant on the BMT-72 product did not lead to improvement in speed characteristics and increase the power reserve, in addition to ensuring movement on traction batteries up to21 kmon a dry dirt road. The use of a hybrid power plant on armored personnel carrier BTR-4MV1 improves its maneuverability when applying a power transmission scheme from a traction motor to each wheel separately, provides movement on traction batteries up to53 kmon a dry dirt road. The total power reserve will be no less than the base product, since the capacity of the fuel system did not decrease. The estimated maximum speed of an armored personnel carrier with a hybrid power plant corresponds to the maximum speed of the base product and is110 km/h.The introduction a hybrid power plant on military tracked vehicles weighing 40-50 tons is not advisable due to insufficient electric power, large overall dimensions a traction batteries and large mass of the product. A promising direction is the introduction a hybrid power plant on military wheeled vehicles weighing up to 30 tons. To implement a hybrid power plant on armored personnel carrier according to the scheme of transferring power from the traction electric motor to the wheel, it is necessary to develop a gearbox design with two gears. ; Розглянуто питання ефективності застосування гібридної силової установки на військових машинах. Проведено аналіз закордонних зразків військових гусеничних і колісних машин з впровадженою гібридною силовою установкою та їх технічних характеристик. Виконано вибір тягового електроустаткування для побудови гібридної силової установки для танка та бронетранспортера. Здійснено дослідження компонування складових гібридної силової установки у моторно-трансмісійному відділенні і корпусі танка Т-72, важкої бойової машини піхоти БМТ-72 та бронетранспортера БТР-4МВ1. Визначено технічні характеристики виробів БМТ-72 та БТР-4МВ1 при впровадженні у них гібридної силової установки.

The paper presents the market of portable lithium-ion batteries in the European Union (EU) with particular emphasis on the stream of used Li-ion cells in Poland by 2030. In addition, the article draws attention to the fact that, despite a decade of efforts in Poland, it has not been possible to create an effective management system for waste batteries and accumulators that would include waste management (collection and selective sorting), waste disposal (a properly selected mechanical method) and component recovery technology for reuse (pyrometallurgical and/or hydrometallurgical methods). This paper also brings attention to the fact that this EU country with 38 milllion people does not have in its area a recycling process for used cells of the first type of zinc-carbon, zinc-manganese or zinc-air, as well as the secondary type of nickel-hydride and lithium-ion, which in the stream of chemical waste energy sources will be growing from year to year.

The PhD thesis was embedded in the Energy for Smart Objects (EnSO) project, which is part of the Electronic Components and Systems for European Leadership (ECSEL) Joint Undertaking in collaboration with the European Union's H2020 Framework Program (H2020/2014-2020) and National Authorities, with the aim to develop Autonomous Micro Energy Sources (AMES) for smart objects. In the framework of the EnSO project, the goal of the thesis was to develop a solid electrolyte for all-solid Li-metal microbatteries as energy storage device in AMES. Lithium metal is the anode material of choice because of its very high theoretical specific capacity of 3861 mAh/g, which is one of the important requirements for miniaturized batteries. However, inhomogeneous lithium depositions known as dendrites, which reduce the life time and can connect both electrodes and create a short circuit, are often observed when using Li-metal as anode. The aim is therefore to develop a solid electrolyte, which presents a high ionic conductivity for the Li ion transport and a high mechanical stability to hinder dendritic growth. Electrolyte solutions based on ionic liquids (ILs) with dissolved lithium salt can be confined into inorganic porous networks forming so called ionogels (IGs), which are investigated as quasi-solid electrolyte materials. In a first step, the synthesis in a one-pot sol-gel process for silica-based ionogels is developed and in a second step tested as quasi-solid electrolyte in Li/LiCoO2 systems. IGs were obtained by a sol-gel reaction between TMOS as silica precursor and TFA as catalyst in PYR13-FSI (IL) and LiTFSI (Li+ source). It was possible to synthesize transparent IG monoliths with gelation times of 2-3 h, which is a suitable time for the IG film preparation on the LCO cathodes. Four IGs with different compositions were prepared and characterized. Two types of silica matrices built of mostly threefold-condensed Si centers could be distinguished: a densely packed structure and an open-porous structure, the latter one corresponding to IG B with the molar ratios IL/TMOS=3, TFA/TMOS=0.3, H2O/TMOS=2.3. The ionic conductivity of the IGs could be linked to the silica matrix structure. Only the IG with the open-pore structure (IG B) has a good ionic conductivity (10−4 S/cm). Equally, the examination of the four IGs as thin film electrolytes in LCO/Li batteries show promising results for batteries containing IG B. However, the capacity lies under the theoretical value (89 mAh/g instead of 136 mAh/g) due to high cell resistance. Therefore, the ionic conductivity of IG B was improved by changing the synthesis process while keeping the composition unaltered. The new IG B∗ has a very good ionic conductivity (10−3 S/cm) but a poor mechanical stability due to a matrix structure of loosely connected silica particles. IG B∗ was not able to hinder dendritic growth. Thus, the PVDF-HFP polymer (20 wt.%) was added to B∗ (B∗-p), which enhanced the mechanical stability and the cyclability of the Li-ion batteries with B∗-p as electrolyte layer. No indication of dendrites was visible in the charge/discharge curve for minimum 30 cycles at C/5. The capacities are low (≤ 80 mAh/g) due to the decreased liquid (IL) to solid (SiO2 + PVDF-HFP) ratio, which results in a lower lithium ion mobility. In order to increase the battery capacity, the silica amount in the IG formulation was reduced, the LiTFSI lithium salt concentration was increased, and the Li+ source was modified by taking IL-based electrolyte solution with different concentrations of LiFSI. Indeed, the capacity increases with decreasing silica amount due to improved ion mobility. The change of the lithium concentration from 1M to 3M and 5M enhanced the capacity. A battery with the combination of the reduced silica amount (0.5 TMOS) and 5M electrolyte solution has a good capacity (> 100 mAh/g) for at least 10 cycles at C/5. The lithium salt LiFSI has a smaller anion than LiTFSI and thus, it can further improve the ion mobility in the IG electrolyte film. All IGs containing LiFSI have a higher ionic conductivity than the corresponding gels with LiTFSI. Overall the battery performance and reproducibility could be greatly improved. Batteries containing a solid electrolyte with 20 wt.% PVDF-HFP and the reduced TMOS amount with a 3M LiFSI solution are able to cycle without the appearance of dendrites for 13 cycles at C/5 followed by 12 cycles at C/2 with a rather good coulombic efficiency around 95%. However, the capacity remains under the theoretical maximum.

Here, we introduce deep eutectic solvent (DES)–silica composites as a promising candidate for solid composite electrolytes (SCEs). The proposed DES-based gel electrolytes, further referred to as eutectogels (ETGs), are characterized by high ionic conductivity (1.46 mS cm–1), thermal (up to 130 °C), and electrochemical stability (up to 4.8 V) and are chemically inert to solvents and water. These ETGs can be easily processed and potentially at lower costs compared to ionic-liquid-based composite electrolytes. The good prospects of ETGs for application in Li/Li-ion batteries are demonstrated by stable cycling of Li/ETG/LiFePO4 cells over 100 cycles at C/10. ; B. Joos is a Ph.D. research fellow of the Research Foundation Flanders (FWO Vlaanderen). This project receives the support of the European Union, the European Regional Development Fund ERDF [project 936], Flanders Innovation & Entrepreneurship, and the Province of Limburg. The authors would like to thank Gilles Bonneux for the SEM measurements, Fulya Ulu for the TEM measurements, Dries De Sloovere for the FT-IR measurements, and Dr. Robert Carleer and the TANG group members for the many discussions, DSC, ICP-AES measurements, and Kjeldahl titrations. Furthermore, the authors would like to thank Dr. Vera Meynen, Karen Leyssens, and Romy Huysmans for performing and interpreting the nitrogen physisorption measurements.

Market Intelligence Report ; Electric vehicles do not directly emit CO2. However, the generation of electricity to charge their Li-ion batteries does. More importantly, though, the manufacturing of Li-ion batteries has considerable environmental and societal impact. On one hand, manufacturing processes are highly energy-intensive, which leads to CO2 emissions and negative environmental impacts. On the other hand, batteries contain raw materials such as cobalt, lithium, manganese, graphite, and nickel, of which the mining and processing entail a negative impact on both local societies and ecosystems. Mining operations for cobalt in the Democratic Republic of Congo have often been accused of using artisanal miners and child labour, while leaks of toxic chemicals f rom lithium mines in Tibet have caused the deterioration of local fauna. Considering the global increase in battery demand, these issues are only expected to increase, should nothing change. Solutions are being developed. Pyro, hydro, and other, innovative recycling processes are being further developed and upscaled, which could partly replace raw material mining. Although up to now just around 5% of all Li-ion batteries (f rom smaller devices such as laptops or cell phones) are recycled or reused, the volume of larger EV batteries that is expected to reach their end of life in the next few years is expected to change this trend, as recycling of larger batteries – with higher content in valuable materials – is predicted to make recycling f inancially attractive. In addition, new battery technologies with low or no content of "troublesome" raw materials are being developed, such as the cobalt-f ree battery developed in COBRA . This market intelligence report aims to highlight the main environmental and social impacts of Li-ion batteries, as well as technologies and measures to reduce them. ; Objectius de Desenvolupament Sostenible::12 - Producció i Consum Responsables ; Objectius de Desenvolupament Sostenible::12 - Producció i Consum Responsables::12.2 - Per a 2030, assolir la gestió sostenible i l'ús eficient dels recursos naturals ; Objectius de Desenvolupament Sostenible::12 - Producció i Consum Responsables::12.4 - Per a 2020, aconseguir la gestió ecològicament racional dels productes químics i de tots els residus al llarg del seu cicle de vida, de conformitat amb els marcs internacionals convinguts, i reduir-ne de manera significativa l'alliberament a l'atmosfera, a l'aigua i al sòl a fi de minimitzar-ne els efectes adversos sobre la salut humana i el medi ambient ; Preprint

Für einen Durchbruch der Elektromobilität müssen die Batteriezellen kostengünstiger werden. Ein Kostentreiber stellt derzeit noch die Herstellung der großformatigen Pouchzellen dar. Zentraler Schritt der Prozesskette der Zellfertigung ist die Stapelbildung. In diesem Artikel wird ein neues kontinuierliches Stapelbildungsverfahren vorgestellt, welches die Vorteile einer kontinuierlichen Verarbeitung der Materialien mit guten Leistungsperformance- und guten Lebensdauereigenschaften kombiniert.
 
Cell manufacturing is unmistakably the main cost driver of the current production process of lithium-ion cells. For achieving a breakthrough in lithium-ion technology in electro-mobility, it is fundamental to reduce costs in cell manufacturing. This article presents a new continuous folding process for assembling cells which combines the advantage of continuous technologies with good lifetime parameters.

The development of the Smart Energy Networks is a key priority to facilitate the transition to a more sustainable energy supply in Europe. Li-ion battery is a very promising technology for improving the penetration of renewable energy sources in the energy mix and enabling a better management of energy in the European grid. The overall objective of the STABALID project was to facilitate the deployment of safe stationary batteries with energy content over 1 MWh. To this end, the consortium developed relevant, robust and reproducible safety testing procedures for stationary batteries that were experimentally validated and proposed to IEC committee. Numerical modelling aiming to assess the accidental consequences (fire, thermal effects and toxic threats) at large scale was also performed for a defined scenario. Regulatory and normative frameworks regarding stationary batteries were assessed and some recommendations were addressed. Acknowledgment : This project has received funding from the European Union's Seventh Framework Program for research, technological development and demonstration under grant agreement no 308896. ; Dans un contexte de développement des sources d'énergies renouvelables, des solutions techniques doivent être mises en place pour faire face à leur production irrégulière et intermittente. Parmi les systèmes de stockage d'énergie électrique, le stockage électrochimique par l'utilisation de batteries rechargeables de technologie lithium-ion (Li-ion) est l'une des solutions envisagées par les professionnels de la filière en raison de sa densité d'énergie élevée. Le projet européen STABALID (Stationary Battery Li-ion Safe Deployment), qui s'est déroulé du 1er octobre 2012 au 31 mars 2015, avait pour objectif de proposer, à travers une évaluation des risques reconnue et une validation robuste, des méthodologies et procédures d'essais de sécurité sur des batteries Li-ion stationnaires.

The development of the Smart Energy Networks is a key priority to facilitate the transition to a more sustainable energy supply in Europe. Li-ion battery is a very promising technology for improving the penetration of renewable energy sources in the energy mix and enabling a better management of energy in the European grid. The overall objective of the STABALID project was to facilitate the deployment of safe stationary batteries with energy content over 1 MWh. To this end, the consortium developed relevant, robust and reproducible safety testing procedures for stationary batteries that were experimentally validated and proposed to IEC committee. Numerical modelling aiming to assess the accidental consequences (fire, thermal effects and toxic threats) at large scale was also performed for a defined scenario. Regulatory and normative frameworks regarding stationary batteries were assessed and some recommendations were addressed. Acknowledgment : This project has received funding from the European Union's Seventh Framework Program for research, technological development and demonstration under grant agreement no 308896. ; Dans un contexte de développement des sources d'énergies renouvelables, des solutions techniques doivent être mises en place pour faire face à leur production irrégulière et intermittente. Parmi les systèmes de stockage d'énergie électrique, le stockage électrochimique par l'utilisation de batteries rechargeables de technologie lithium-ion (Li-ion) est l'une des solutions envisagées par les professionnels de la filière en raison de sa densité d'énergie élevée. Le projet européen STABALID (Stationary Battery Li-ion Safe Deployment), qui s'est déroulé du 1er octobre 2012 au 31 mars 2015, avait pour objectif de proposer, à travers une évaluation des risques reconnue et une validation robuste, des méthodologies et procédures d'essais de sécurité sur des batteries Li-ion stationnaires.

Funding from European Union`s Horizon 2020 Research and Innovation Program project under grant agreement No 768789 is greatly acknowledged. ; Modification of Nafion®-based samples with polyaniline (PANI) and positive charged ions could potentially allow achieving good proton conductivity at higher working temperatures what is observed in typical polymer electrolyte membrane fuel cells. In this work Nafion® polymer was modified with 1% polyaniline emeraldine salt and Li and Mg ions containing solutions. The influence of activation process and the type of ions on composites' proton conductivity was investigated. To define the best composition the physiochemical properties of synthesized materials were determined by the means of thermogravimetric analysis, impedance spectroscopy, determination of water absorption and its kinetics, and FTIR. From the original samples the best results of σ=155 mS/cm were shown by Nafion®/PANI membrane what was modified by Li+ reduction solution. This membrane also had better thermal characteristic compared to other researched samples: membrane degradation starts on higher temperature interval. ; Horizon 2020 Research and Innovation Program project under grant agreement No 768789; Institute of Solid State Physics, University of Latvia as the Center of Excellence has received funding from the European Union's Horizon 2020 Framework Programme H2020-WIDESPREAD-01-2016-2017-TeamingPhase2 under grant agreement No. 739508, project CAMART²

Energy Conversion Conference and Exposition 2019 (ECCE 2019) (2019. Baltimore) ; The present work has been partially supported by the predoctoral grant programs Severo Ochoa and FPU for the formation in research and university teaching of Principado de Asturias PCTI-FICYT under the grant ID BP16-133 and Spain MECD under the grant ID FPU16/06829. This work also was supported in part by the Research, Technological Development and Innova-tion Program Oriented to the Society Challenges of the Spanish Ministry of Economy and Competitiveness under grant MCIU-18-RTC-2017-6338-3,ENE2016-77919-R and by the European Union through ERFD Structural Funds (FEDER).

The present work has been partially supported by the predoctoral grants program Severo Ochoa for the formation in research and university teaching of Principado de Asturias PCTI-FICYT under the grants ID BP14-135 and BP16- 133. This work has been partially supported by the government of Principality of Asturias, under IDEPA grant 2017 Thyssen SV-PA-17-RIS3-3. This work also was supported in part by the Research, Technological Development and Innovation Program Oriented to the Society Challenges of the Spanish Ministry of Economy and Competitiveness under grant ENE2016-77919-R and by the European Union through ERFD Structural Funds (FEDER)