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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 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS1987

KOH concentration effect on cycle life of nickel-hydrogen cells

A cycle life test of Ni/H2 cells containing electrolytes of various KOH concentrations and a sintered type nickel electrode was carried out at 23 C using a 45 min accelerated low Earth orbit (LEO) cycle regime at 80 percent depth of discharge. One of three cells containing 26 percent KOH has achieved over 28,000 cycles, and the other two 19,000 cycles, without a sign of failure. Two other cells containing 31 percent KOH electrolyte, which is the concentration presently used in aerospace cells, failed after 2,979 and 3,620 cycles. This result indicates that the cycle life of the present type of Ni/H2 cells may be extended by a factor of 5 to 10 simply by lowering the KOH concentration. Long cycle life of a Ni/H2 battery at high depth-of-discharge operation is desired, particularly for an LEO spacecraft application. Typically, battery life of about 30,000 cycles is required for a five year mission in an LEO. Such a cycle life with presently available cells can be assured only at a very low depth-of-discharge operation. Results of testing already show that the cycle life of an Ni/H2 cell is tremendously improved by simply using an electrolyte of low KOH concentration.

Lim, Hong S.↗
NASA NTRS1988

KOH concentration effect on cycle life of nickel-hydrogen cells. III - Cycle life test

A cycle life test of Ni/H2 cells containing electrolytes of various KOH concentrations and a sintered type nickel electrode was carried out at 23 C using a 45 min accelerated low earth orbit (LEO) cycle regime at 80 percent depth of discharge. One of three cells containing 26 percent KOH has achieved over 28,000 cycles, and the other two 19,000 cycles, without a sign of failure. Two other cells containing 31 percent KOH electrolyte, which is the concentration presently used in aerospace cells, failed after 2,979 and 3,620 cycles. This result indicates that the cycle life of the present type of Ni/H2 cells may be extended by a factor of 5 to 10 simply by lowering the KOH concentration. Long cycle life of a Ni/H2 battery at high depth-of-discharge operation is desired, particularly for an LEO spacecraft application. Typically, battery life of about 30,000 cycles is required for a five year mission in an LEO. Such a cycle life with presently available cells can be assured only at a very low depth-of-discharge operation. Results of testing already show that the cycle life of an Ni/H2 cell is tremendously improved by simply using an electrolyte of low KOH concentration.

Lim, H. S.↗
NASA NTRS1991

Resistor Extends Life Of Battery In Clocked CMOS Circuit

Addition of fixed resistor between battery and clocked complementary metal oxide/semiconductor (CMOS) circuit reduces current drawn from battery. Basic idea to minimize current drawn from battery by operating CMOS circuit at lowest possible current consistent with use of simple, fixed off-the-shelf components. Prolongs lives of batteries in such low-power CMOS circuits as watches and calculators.

Wells, George H., Jr.↗
DOE OSTI2022

Projecting Recent Advancements in Battery Technology to Next–Generation Electric Vehicles

Electric vehicles (EVs) have seen rapid growth in adoption over the last several years. Advancements to increase battery life and performance, policy shifts, and high charging rate are expected to further accelerate the development of next generation of EVs. Battery improvements continue to emerge, enabling increased driving range, total distance driven over the life of vehicles, and ability to charge at high rates. Herein, an analysis framework to provide insights into inclusive design metrics, such as specific energy of batteries, energy consumption of vehicles, and charging power infrastructure development, is developed. Various cell-level fast charge protocols to realistic battery designs to understand the infrastructure needs associated with achieving range replacement of 32.25 km min -1 (20 mi min -1 ) are also scaled. Additionally, by calculating scaled power and peak to average power ratio, it is found that there needs to be more distinct alignment between the research efforts focused at the cell level and what is being developed for EV charging infrastructure needs. Finally, impact of high direct current voltage architecture in next-generation EVs is discussed. The findings in this work provide an insight into recent advancements in battery technology to next-generation EVs.

20 mi/min↗
NASA NTRS2010

NASA Aerospace Flight Battery Program: Wet Life of Nickel-Hydrogen (Ni-H2) Batteries

This NASA Aerospace Flight Battery Systems Working Group was chartered within the NASA Engineering and Safety Center (NESC). The Battery Working Group was tasked to complete tasks and to propose proactive work to address battery related, agency-wide issues on an annual basis. In its first year of operation, this proactive program addressed various aspects of the validation and verification of aerospace battery systems for NASA missions. Studies were performed, issues were discussed and in many cases, test programs were executed to generate recommendations and guidelines to reduce risk associated with various aspects of implementing battery technology in the aerospace industry. This document contains Part 3 - Volume I: Wet Life of Nickel-Hydrogen (Ni-H2) Batteries of the program's operations.

Jung, David S.↗
NASA NTRS2015

[Fall 2015 Abstract by Stephanie Scharf]

This Fall I worked on two different projects that culminated into a redesign of the spacesuit LLB (long life battery). I also did some work on the PLSS (personal life support system) battery with EC. My first project was redlining the work instruction for completing DPAs (destructive physical analysis) on battery cells in the Branch. The purpose of this document is to create a standard process and ensure that the data is collected in the same way, no matter who carries out the analysis. I observed three DPAs, conducted one with help, and conducted two on my own, all while taking notes on the procedure. These notes were used to write the final work instruction, which will become the Branch standard. My second project continued the work of the Summer co-op before me. I tested aluminum heat sinks for their ability to provide good thermal conduction and structural support during a thermal runaway event. The heat sinks had been designed by the previous Summer co-op, but there was not much time for testing before he left. We thus ran tests with a heater on the bottom of a trigger cell to try to drive thermal runaway and ensure that it will not propagate to adjacent cells. We also ran heat-to-vent tests in an oven to see if the assembly provided structural support and prevented sidewall rupture during thermal runaway. These tests were carried out at ESTA (Energy Systems Test Area) and are providing very promising results, indicating that safe, high performing (>180 Wh/kg) designs are possible. My main project was a redesign of the LLB (Lightweight Lithium Battery). Another summer intern had done some testing and concluded that there was no simple fix to mitigate thermal runaway propagation hazards in the existing design. The only option was a clean sheet redesign of the battery. I was given a volume and ideal energy density, and the rest of the design was up to me. First, I created new heat sink banks in CREO, using the information gathered in the metal heat sink tests from the summer intern. After this, I made capture plates to hold the cells in place, and I worked on nickel bussings for the electrical connections between the cells. Finally, I designed the test box enclosure that included sections for flame arresting materials. The battery brick design, which is the heart of the battery, promises to become the first for a manned spacecraft application to achieve > 180 Wh/kg. My work in redlining the DPA work instructions will also be used in selecting the cells for the battery. We had a few options for cells that would provide the necessary power output and needed to make a choice. We repeatedly charged and discharged cells for around a month until they went through 100 lifecycles. The plan was to compare the DPA results on fresh and cycled cells from each manufacturer to see if cycling introduces any differences. After the complete LLB design was approved, the parts were ordered and testing should begin the first week of December. Cutting open a cell for DPA After photo from oven heat-to-vent test

Scharf, Stephanie↗
DOE OSTI2025

Global Regulations for Sustainable Battery Recycling: Challenges and Opportunities

With the rapid expansion of transportation electrification worldwide, the demand for electric vehicles (EVs) has increased dramatically, creating new and sustainable growth opportunities for the global economy. However, as the most expensive component of EVs, lithium-ion batteries pose significant sustainability challenges due to raw material consumption and supply chain constrains, as well as the complexities of end-of-life battery disposal and recycling. To address these concerns, many countries are actively establishing regulations to promote sustainable pathways for battery reuse and recycling. Despite these efforts, existing battery recycling regulations remain often inefficient and vary significantly across different countries in legal enforcement, producer responsibility, waste classification, recycling targets, design standards, public engagement, and financial incentives, particularly given the complexities of the global supply chain and resource distribution within the battery industry. Understanding these regulatory differences and establishing a unified framework are therefore crucial to ensuring sustainable and efficient battery recycling. This review provides a comprehensive analysis of the necessity of establishing robust regulations for sustainable development of battery recycling industry. The evolution and refinement of battery recycling regulations are deeply reviewed to identifying persistent gaps and challenges in key countries. Furthermore, we discuss the challenges associated with regulatory enforcement and propose strategies for developing a more cohesive legislative framework to ensure the effective utilization of retired batteries.

25 ENERGY STORAGE↗
NASA NTRS1981

Nickel hydrogen life cycle test results

The charge efficiency of nickel hydrogen batteries is discussed. The general characteristics of the battery life cycle are described with respect to the dissipation of heat from the battery.

Gandel, M. G.↗
DOE OSTI2024

Levelized cost of charging of extreme fast charging with stationary LMO/LTO batteries

Extreme DC fast charging for electric vehicles (EVs) could be competitive with the internal combustion engine refueling experience and enable longer-distance travel, which could help with EV adoption and decarbonization, but these systems have high capital costs and extremely variable high-power demands. Behind-the-meter systems (BTMS) could support extreme-fast-charging (XFC) stations to increase nationwide adoption of EVs. Here, this study examines the optimal break-even levelized cost of charging (LCOC) across 96 BTMS scenarios to enable low-wait XFC stations providing 200 miles of charge in 10 min. This research simulates LCOC via synthetic XFC-capable EV loads, machine-learned battery life models from testing data, and nonlinear optimal controls, co-minimizing complex utility costs and battery replacements. An aggregate optimal BTMS design treating each EV load as equal likely gives an optimal LCOC per utility rate, the average of which is $\$$0.59/kWh. In addition, the sensitivity of optimal and off-optimal design factors, the long-life LMO/LTO chemistry, and optimized controls are analyzed. The battery control model, based on battery stressors to compare chemistries, optimizes LMO/LTO resting state of charge and cycle depth without compromising cost reduction, which enables greater flexibility in operation. The LCOC savings due to replacement reduction are small, up to $\$$0.035/kWh (6%), with an average of $\$$0.02/kWh (3.5%). Compared with gasoline stations, the aggregate XFC station design achieves comparable speed, experience of service, and cost at $\$$3.81/gal gasoline, showing that EVs can replace gasoline vehicles even for longer-distance travel.

25 ENERGY STORAGE↗
DOE OSTI2020

Investigation of Active Life Balancing to Recondition Li-ion Battery Packs for 2nd Life

An investigation is presented into the application of active life balancing battery management systems to recondition inhomogeneous Li-ion battery packs and achieve homogeneity in capacity for second life. This paper proposes a life balancing objective map, which controls the state of charge references for each cell in a battery pack based on its capacity relative to other cells. The impacts of life balancing objective maps on the reconditioning time and overall pack capacity fade are considered. Moreover, the proposed approach accounts for various load and environmental effects, including depth-of-discharge, battery pack temperature, number of cycles per day, and cells’ resting time at various states of charge. The study results in a battery pack with convergent capacities achieved in minimal time, while curtailing overall capacity fade. Simulation results for a battery pack with sixteen series connected 75 Ah Kokam NMC cells with 3.6% initial capacity imbalance are presented, indicating a reconditioning time of 1.34 months with a final capacity imbalance of 0.1% and an overall capacity fade of 0.005%.

47 OTHER INSTRUMENTATION↗
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 NTRS2010

NASA Aerospace Flight Battery Program: Wet Life of Nickel-Hydrogen (Ni-H2) Batteries: Appendices - Volume 2, Part 3

This NASA Aerospace Flight Battery Systems Working Group was chartered within the NASA Engineering and Safety Center (NESC). The Battery Working Group was tasked to complete tasks and to propose proactive work to address battery related, agency-wide issues on an annual basis. In its first year of operation, this proactive program addressed various aspects of the validation and verification of aerospace battery systems for NASA missions. Studies were performed, issues were discussed and in many cases, test programs were executed to generate recommendations and guidelines to reduce risk associated with various aspects of implementing battery technology in the aerospace industry. This document contains Part 3 - Volume II Appendices to Part 3 - Volume I.

Jung, David S,↗
DOE OSTI2020

Future material demand for automotive lithium-based batteries

The world is shifting to electric vehicles to mitigate climate change. Here, we quantify the future demand for key battery materials, considering potential electric vehicle fleet and battery chemistry developments as well as second-use and recycling of electric vehicle batteries. We find that in a lithium nickel cobalt manganese oxide dominated battery scenario, demand is estimated to increase by factors of 18–20 for lithium, 17–19 for cobalt, 28–31 for nickel, and 15–20 for most other materials from 2020 to 2050, requiring a drastic expansion of lithium, cobalt, and nickel supply chains and likely additional resource discovery. However, uncertainties are large. Key factors are the development of the electric vehicles fleet and battery capacity requirements per vehicle. If other battery chemistries were used at large scale, e.g. lithium iron phosphate or novel lithium-sulphur or lithium-air batteries, the demand for cobalt and nickel would be substantially smaller. Closed-loop recycling plays a minor, but increasingly important role for reducing primary material demand until 2050, however, advances in recycling are necessary to economically recover battery-grade materials from end-of-life batteries. Second-use of electric vehicles batteries further delays recycling potentials.

25 ENERGY STORAGE↗
NASA NTRS1978

Flight performance of the High Energy Astronomy Observatory /HEAO 1/ power subsystem

The design and flight performance of the HEAO-1 power subsystem is described. Solar array power analysis and test data are compared to orbital performance. The batteries are described along with parametric cell tests which led to the temperature-compensated voltage limits used in the charge controls. Battery life test results, used for verification of battery charger temperature-compensated voltage limits, are compared with orbital performance. The control electronics are

Reppucci, G. M.↗
DOE OSTI2026

Review of Ultrasonic Methods for Monitoring, Damage Detection, and Processing of Lithium-Ion Batteries Throughout Their Life Cycle

Lithium-ion batteries (LIBs) are the leading technology used in consumer electronics, electric vehicles, and grid-level electrochemical energy storage applications. The ever-increasing use of LIBs has highlighted a gap in understanding of their behavior throughout their life cycle. Current monitoring systems rely on electrical and sometimes temperature measurements to assess the internal state which limits information about complex electrochemical processes. In response, ultrasonic testing (UT) has shown promise for non-invasive assessment due to its ease of use and sensitivity to mechanical changes which are correlated with electrochemical changes within the battery. We summarize the research in UT methods applied to LIBs throughout their life cycle. We also discuss physics-based and data-driven modeling approaches used to interpret ultrasonic signals in the context of LIBs, with an emphasis on the existing challenge of establishing rigorous links between electrochemical behavior and elastic and poroelastic wave physics to gain insight regarding physical changes in the LIB that can be directly measured using UT. Finally, we discuss the challenges of implementing UT across the LIB life cycle and identify opportunities for further research. This review aims to provide helpful guidance to researchers and practitioners of UT in the growing field of UT for electrochemical battery systems.

25 ENERGY STORAGE↗